Traffic information system

ABSTRACT

A method of evaluating the driving behavior in a vehicle. The method includes determining values of a plurality of parameters of the operation of a first vehicle in a first road segment, determining values of the plurality of parameters for one or more second vehicles in a second road segment having similar properties to those of the first road segment, comparing the determined values of the first vehicle and the one or more second vehicles and providing an evaluation of the driving behavior of the first vehicle, responsive to the comparison.

RELATED APPLICATIONS

The present application is a U.S. National Phase of PCT Application No.PCT/IL2004/000610, filed on Jul. 7, 2004, published as WO 2005/003885.This application also claims the benefit of 119(e) of U.S. provisionalapplication number 60/484,667 filed on Jul. 7, 2003, the disclosure ofwhich is incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to traffic monitoring systems.

BACKGROUND OF THE INVENTION

Many systems are used to monitor the operation of vehicles.

U.S. Pat. No. 6,487,500 to Lemelson et al., the disclosure of which isincorporated herein by reference, describes a collision avoiding andwarning system. An accurate differential GPS unit is used to determinethe location of a controlled vehicle, as well as the locations of othercontrolled vehicles. The position of the vehicle may also be compared toa predetermined map with the locations of objects that may be potentialparties in a collision (e.g., telephone poles). When a collision isimminent, the system provides a warning to the driver and/or takescontrol over the vehicle to avoid the collision.

In one embodiment, the warning system warns the driver when dangerousbehavior is identified, such as driving much faster or much slower thanother vehicles currently on the road.

In another embodiment, a display in the vehicle shows a map of the roadon which the vehicle is located, together with information such as roadconditions and weather conditions.

The system is suggested to include a black-box unit which records thelast few minutes of the operation of the vehicle, for analysis after anaccident.

Although the above monitoring and warning systems may save many lives,by reducing the number of car accidents, systems of these types are notwidely employed.

U.S. patent publication 2004/0032334 to Haq, the disclosure of which isincorporated herein by reference, describes a system for identifyingwhen a driver falls asleep and which applies a visual and audio alarm toawake sleeping drivers.

GB patent publication 2,384,062, the disclosure of which is incorporatedherein by reference, describes an automatic vehicle mechanism, such asan adaptive cruise control, automatic transmission or automatic brakingthat adapts to the driving style of the driver.

U.S. patent publication 2004/0024444 to Hiyama et al., the disclosure ofwhich is incorporated herein by reference, describes a safe drivingsupport apparatus that provides advice to the driver based on vehicledata (e.g., vehicle speed, yaw rate, acceleration) and operation data(e.g., depression angle of acceleration throttle).

GB patent publication 2,328,820, the disclosure of which is incorporatedherein by reference, describes a distance monitoring system thatmeasures the distance to neighboring vehicles, the speed of themonitored vehicle and the weather conditions and provides warnings whensufficient distance is not kept from neighboring vehicles.

U.S. Pat. No. 6,064,970 to McMillan et al., the disclosure of which isincorporated herein by reference, describes a system for determining thecost of insurance for a vehicle. An on-board computer monitors variousdriving parameters, such as speed, use of safety equipment, brake use,types of road driven, driver identity, etc. The system also keeps trackof events, such as accidents, times at which the vehicle is exceedingthe speeding limit, presence of alcohol, non-use of turn signals and ABSapplication without an accident. The monitored data is used periodicallyto determine the amount of money to be charged for insuring the vehicle.

U.S. Pat. No. 6,404,351 to Beinke, the disclosure of which isincorporated herein by reference, describes an emergency vehicle warningsystem.

U.S. Pat. No. 6,447,132 to Harter the disclosure of which isincorporated herein by reference, describes a heads up display forvehicles.

SUMMARY OF THE INVENTION

An aspect of some embodiments of the invention relates to a method ofevaluating the driving behavior in a vehicle. The method includescollecting driving information from a plurality of vehicles andevaluating the driving behavior of a first vehicle based on informationfrom at least one other vehicle or to a statistical analysis of multipleother vehicles. Optionally, the comparison is to behavior of anothervehicle performed at a different time and/or at a different locationthan of the first vehicle.

In some embodiments of the invention, the collecting of drivinginformation from the plurality of vehicles comprises collecting from atleast 10, 50 or even 100 vehicles, such that several extraordinarybehaving vehicles do not interfere with the evaluation and/or theirinformation can be identified and discarded.

In some embodiments of the invention, the comparison to other vehiclesis used in determining whether a specific driver behavior is dangerous.Optionally, a behavior performed by a significant percentage (e.g., 30%,50%, 80%) of the drivers passing at a specific road segment is notconsidered dangerous. For example, instead of comparing the speed of thevehicle to the speed limit, the vehicle's speed is compared to the speedof other vehicles under same conditions, e.g., road, time, light and/orweather conditions.

In some embodiments of the invention, the comparison to other vehiclesis used for mapping road information, such as the locations ofobstacles, curves and traffic signs. The location of a stop-line of astop sign is optionally determined statistically from the positions atwhich a plurality of vehicles stop.

Optionally, the information from all relevant vehicles is given sameweight in the evaluation of the vehicle behavior. Alternatively,information from different vehicles is given different weight.Optionally, vehicles of similar model to the vehicle being evaluated aregiven higher weight in the evaluation. Alternatively or additionally,vehicles that have a high safety rating (i.e., they are considered asusually being driven properly) are given more weight in the evaluation.

An aspect of some embodiments of the invention relates to a system foranalyzing the driving behavior of a vehicle based on both sensorreadings of the operation of the vehicle and structural information onthe road on which the vehicle is passing. The analysis includescomparing to the behavior of vehicles in same or similar conditions.Using both structural information on the road and information on how theroad was traversed, provides detailed information on the behavior of thedriver with relation to the conditions of the road.

In some embodiments of the invention, the structural information on theroad includes indications of curves in the road. Alternatively, thestructural information includes indication of an intersection and/orroad bumps.

In some embodiments of the invention, the comparison includes comparingto the same vehicle or to other vehicles in the same location at othertimes. Alternatively or additionally, the comparison is to behavior ofvehicles at other locations, similar to the analyzed location.

The analysis optionally includes determining the speed at which thevehicle enters a specific structural road portion, such as a curve, abump, a down-hill slope or an intersection.

In some embodiments of the invention, the analysis is based on thebehavior of the vehicle in a plurality of similar structural roadportions. For example, the percentage of curves taken properly by thedriver may be determined.

In some embodiments of the invention, the results of the analysis areused to determine insurance rates for the vehicle and/or to evaluate thedriving skills of the driver. Alternatively or additionally, the resultsof the analysis are used to generate warnings to the driver. Thecomparison to the behavior of other vehicles and/or to the behavior ofthe vehicle in previous cases allows better filtering of the warnings,so as to minimize the number of warnings while providing the importantwarnings. Similarly, the comparison allows better estimation of thesafety of drivers and hence giving more accurate insurance rates.

An aspect of some embodiments of the invention relates to apparatus fordisplaying within a vehicle, information on traffic signs applicable tothe vehicle. Displaying information on the applicable traffic signswithin the vehicle, allows the driver better information on theapplicable traffic signs and/or better awareness to the traffic signals.

The traffic signs optionally include directive signs, such as stopsigns, yield signs, no U-turn signs and no entrance signs. Alternativelyor additionally, the traffic signals include warning signs, such ascurve up ahead and/or informative signs, such as one way street. In someembodiments of the invention, the traffic signals include trafficlights.

In some embodiments of the invention, the in-vehicle display presentssome or all of the signs that are presently seen outside the vehicle.Alternatively or additionally, the in-vehicle display shows some or allof the signs that are currently applicable. For example, the speed limitis optionally shown even when not passing near a speed limit sign.Similarly, warnings of upcoming curves are optionally shown until thecurve has been encountered.

In some embodiments of the invention, signs are identified using imageprocessing on images collected by a camera on the vehicle. Alternativelyor additionally, the vehicle carries a database of sign locations andthe signs to be displayed are determined from the location of thevehicle, for example as determined using a GPS receiver. Optionally,warnings on the road state are displayed even when there are nocorresponding traffic signs. Thus, the in-vehicle display provides moreinformation than the traffic signs on the road sides. In someembodiments of the invention, the display is terminated after apredetermined time. Alternatively, the display is terminated whensensors on the vehicle determine that the area of applicability waspassed already, for example by identifying that a curve was reached orpassed by accelerometers mounted on the vehicle.

The display optionally shows all applicable traffic directives.Alternatively, the display shows only some of the applicable trafficdirectives, such as the most important directive. In an exemplaryembodiment of the invention, when there is no specific warning, thespeed limit is shown. When a curve is approached, a warning of the curveis displayed instead of the speed limit. Alternatively or additionally,a suggested speed for the curve is shown. The suggested speed may bepreset for the specific curve or may be calculated based on the driver'sdriving habits.

In some embodiments of the invention, the current state of an upcomingtraffic light is displayed in the vehicle. Alternatively oradditionally, information on the timing of the change of the trafficlight is displayed. Optionally, the time until the light is to turngreen is displayed, optionally in the form of a count down.Alternatively or additionally, the time that the light will remain greenis displayed. In some embodiments of the invention, an indication onwhether the driver will reach the light while it is still green isprovided.

In some embodiments of the invention, the displayed information includesindication of whether a lane may be used by any car or only by publictransportation or cars having more than a predetermined number ofpassengers, according to the current time.

In some embodiments of the invention, the display shows information notincluded on any physical sign. Optionally, the displayed informationincludes indications of the history of a road, such as the number ofaccidents occurring on the current road in the past year.

In some embodiments of the invention, the display indicates whether itis allowed to park in the location of the vehicle and whether at thecurrent time the parking is free or must be paid for.

A broad aspect of some embodiments of the invention relates to providinga low cost apparatus for monitoring the driving behavior in a vehicle.Rather than directly determining some information using expensiveapparatus, the apparatus uses less accurate information and/or receivesless accurate information from an indirect source and supplements theless accurate information from a second source in order to achievesufficiently accurate information.

An aspect of some embodiments of the invention relates to an apparatusfor monitoring the driving behavior in a vehicle, which uses informationfrom an accelerometer and/or a speedometer in order to supplement aninaccurate location sensor (e.g., a low resolution GPS). Usingaccelerometer readings from an accelerometer, possibly used for otherpurposes, costs less than using high accuracy correction methods of theGPS location signals. Although possibly not as accurate, the locationresults are of sufficient quality to determine the location of thevehicle for purposes of driving analysis, for example for determiningstopping at a stop sign.

In some embodiments of the invention, accelerometer readings are used ingenerating interpolation and/or extrapolation position values, so as tohave more frequent samplings than available using standard GPS. In someembodiments of the invention, the coordinates from the GPS are correctedbased on correction factors from a look up table, based on the speedand/or acceleration of the vehicle at the time the GPS readings wereacquired.

An aspect of some embodiments of the invention relates to an apparatusfor monitoring the driving behavior in a vehicle, which uses weatherinformation from a forecast station in order to make a probabilisticdetermination on the weather-affected driving conditions encountered bythe vehicle. Using a weather forecast and/or station report rather thanreal time weather information from sensors mounted on the vehicle can besignificantly cheaper, while possibly providing less accurateinformation.

An aspect of some embodiments of the invention relates to an apparatusfor monitoring safety distance keeping of a vehicle without measuringthe distance between the vehicle and other vehicles. In some embodimentsof the invention, the distance keeping behavior is monitored accordingto the braking behavior of the monitored vehicle, for example based onmeasurements of an accelerometer. Each case of abrupt braking isoptionally analyzed to determine whether it is possibly (or likely)attributable to other conditions, such as approaching an intersection,passing near pedestrians that may jump into the road and/or coming to astop of the driving. Optionally, the number of times the driverperformed abrupt braking, which could not be attributed to otherconditions, is determined and accordingly a distance keeping score isprovided. Alternatively or additionally, each braking occasion is givena probability score that it relates to not keeping proper distance andthe score is generated as a sum or average of the scores of thebrakings. Using accelerometers is generally much cheaper than distancemeasurement apparatus.

An aspect of some embodiments of the invention relates to an apparatusfor monitoring the behavior of a vehicle with relation to the roadstructure, which includes a database of limited road information that isnot sufficient to draw a map of the roads. As the vehicles must pass onthe roads, it is possible in some embodiments of the invention toperform meaningful analysis, without having a mapping of the roads.Optionally, the mapping information includes coordinates of points ofinterest, such as intersections, curves and traffic signs. In someembodiments of the invention, each intersection and curve is representedby at most 4-5 points, optionally by only a single coordinate.

An aspect of some embodiments of the invention relates to an apparatusfor monitoring the driving behavior in a vehicle. Although the apparatuscollects information that can be derived directly from mechanisms of thevehicle, the apparatus does not connect to the mechanisms of thevehicle, but rather collects the information using independent sensors.The use of independent sensors makes the installation of the monitoringapparatus simpler and non-intrusive to the vehicle.

In some embodiments of the invention, braking of the vehicle isdetermined by an accelerometer rather than by connecting to the brakes.Optionally, the speed is determined from GPS readings rather than fromthe vehicle speedometer. Turning is optionally determined from lateralacceleration of the vehicle, rather than by connecting to the steeringwheel or the vehicle computer.

In some embodiments of the invention, a decision on insurance rates of avehicle is given based on readings from an on-board monitoring unit notconnected to mechanisms of the vehicle for collecting data.

An aspect of some embodiments of the invention relates to determiningroad, traffic and/or other transportation infrastructure relatedinformation based on information collected on the behavior of vehiclesusing the infrastructure. Optionally, the information is collected frommonitoring units on a plurality of vehicles. Alternatively oradditionally, the information is collected by long distance cameraswhich identify vehicles but do not see traffic signs and/or the state oftraffic lights.

In some embodiments of the invention, the collected information includesinformation on road points at which a relatively large number ofvehicles undergo abnormal behavior, such as emergency braking orskidding.

In some embodiments of the invention, the collected information includesthe location of directive signs and/or warning signs. Optionally, thecollected information includes the location of a stop sign and/or of astop line associated with a traffic light or stop sign. Alternatively oradditionally, the location of a yield sign is determined according todetermination of locations at which cars slow to a great extent. In someembodiments of the invention, the behavior of vehicles entering anintersection from different directions are analyzed and accordingly itis determined whether there are stop signs or yield signs and in whichentrance points to the intersection they are located.

The information is optionally collected off-line, without relation tothe monitoring of a specific vehicle. Alternatively or additionally, thecollected information is analyzed to determine the location of thedirective or warning traffic signal, at the time at which theinformation is required.

In some embodiments of the invention, the information on the behavior ofvehicles is collected to verify existing mapping information and/or tocorrect the existing mapping information. Optionally, if more than apredetermined percentage of vehicles pass through what is known to be ared light, the information on the light timings is invalidated. This maybe due to operation of police or may be due to skew in the traffic lighttiming. In some embodiments of the invention, the timing of the trafficlights is determined from the behavior of the monitored vehicles. Insome embodiments of the invention, the data is used for temporaryinvalidation of the mapping information. In other embodiments of theinvention, the collected data is used for permanent replacement ofincorrect mapping information.

An aspect of some embodiments of the invention relates to protecting theprivacy of drivers. In some embodiments of the invention, informationcollected by a vehicle monitoring system is automatically destroyed orcondensed, a predetermined time after the information was collected. Insome embodiments of the invention, the collected information is analyzedto extract information on the vehicle, which is not linked to a specifictiming event (i.e., date, time and location). Thereafter, the collecteddata is discarded, or is changed to prevent identification of thevehicle to which it relates, in order to prevent any possible harm tothe driver's privacy. Optionally, the information does not leave thevehicle before specific information which can aid in identifying thetime and location of the driving is removed. Alternatively, theinformation is provided to a control station that is obliged not to makebackups of the data before it is condensed.

The driver optionally may request that the information not be discarded,for example if the collected information may be useful for the driver incourt.

An aspect of some embodiments of the invention relates to a warning unitthat provides warnings to a vehicle driver in a manner which is notperceptible by other passengers of the vehicle. Optionally, warnings areprovided by a display not seen by passengers due to its location (e.g.,on the steering wheel) and/or by a display that can only be seen from alimited set of angles. Alternatively or additionally, warnings areprovided using tactile indications, for example from a unit in thesteering wheel, the driver's seat belt and/or under the driver's seat.

An aspect of some embodiments of the invention relates to a heads updisplay (HUD), which displays information to a vehicle driver on thewindshield by reflecting light from the windshield, without altering thearea of the windshield used for the display. Optionally, the displayarea of the windshield is formed of the same material as other areas ofthe windshield and is not coated with a different coating than thesurrounding windshield areas.

In some embodiments of the invention, the HUD includes light sensors onthe windshield, or in its vicinity, which provide lighting informationused in adjusting the light intensity and/or angle of the projection.Alternatively or additionally, the wavelength and/or color of theprojection is adjusted responsive to the lighting conditions. Thesensors optionally provide information on total light conditions (suchas day, night or fog). Alternatively or additionally, the sensorsprovide information on light beams directed at the windshield, forexample from other vehicles. The dynamic adjustment of the displayallows using the HUD even without altering the windshield, thus allowingfor much simpler installation and lower HUD cost.

An aspect of some embodiments of the invention relates to a driverwarning system which selects the warnings to be displayed to the driverbased on a driver profile.

In some embodiments of the invention, the driver warning systemdetermines the number of warnings to be displayed and/or the displaytiming according to the driver profile. Alternatively or additionally,the driver warning system determines which warnings to display accordingto the driver profile. In an exemplary embodiment of the invention, theresponsiveness of the driver to warnings is determined and accordinglythe display of the warnings is adjusted. Alternatively or additionally,the driver expertise in handling curves, intersections and/or otherdriving challenges is determined, and accordingly a determination ismade on which warnings are to be displayed to the driver. For example,an expert in handling curves does not require curve warnings.

The driver profile optionally includes demographic information, such asage and gender. Alternatively or additionally, the driver profile isgenerated responsive to information collected on previous drivingbehavior of the driver. In some embodiments of the invention, the sameprocessor used for generating the warnings is used in calculating thedriver profile. Alternatively or additionally, the processor generatingthe warnings participates in collecting and/or transmitting the dataused in determining the driver profile. Optionally, the driver profileis generated without using direct preference input from the driver.

In some embodiments of the invention, the driver profile includes a longterm profile and a short term profile relating to recent actions.

Optionally, the driver profile of a vehicle includes a plurality ofsub-profiles relating to different drivers and/or to different moods ofdriving, for example according to the types of roads being traversed,the time of day and/or the actual driver mood. Optionally, in eachdriving session, the driving of an opening period is used to identifythe sub-profile of the driver in the current session, for exampleaccording to the speed of driving, the way the steering wheel is heldand/or the acceleration patterns. Alternatively or additionally, thesub-profile is determined based on the road which is being driven on.

An aspect of some embodiments of the invention relates to a drivingmonitoring system that collects data on driving behavior of a vehicleand performs real time analysis for providing warnings on the drivingbehavior as well as automatic report generation of the driving behavior.

In some embodiments of the invention, the data is collected by anon-board monitoring unit which performs the real time analysis, whilethe automatic report generation is performed by a control station not onthe vehicle. Alternatively or additionally, both the report generationand the warning analysis are performed on-board or by the controlstation.

Optionally, the warnings are displayed to the driver. Alternatively oradditionally, the warning are transmitted to a parent of the driver, toa fleet manager and/or to an owner of the vehicle.

The report is optionally based on a plurality of driving incidents forwhich warnings were generated. Alternatively or additionally, the reportis at least partially based on the driving over a relatively longperiod, for example at least a day, a week and/or at least two or threedriving sessions.

In some embodiments of the invention, the report relates to the reactionof the driver to the warnings. Alternatively or additionally, the reportrelates to changes in the driver's driving habits over time.

An aspect of some embodiments of the invention relates to a method ofevaluating the driving behavior in a vehicle. The evaluation includesmonitoring the driving behavior of the vehicle over a plurality ofevents and comparing the collected information of different events todynamically adjusted thresholds. By using dynamically adjustedthresholds, the evaluation of the driving relates to specific dangerousevents rather than collecting general nature statistics.

In some embodiments of the invention, the monitoring includes collectinginformation on the speed of the vehicle. The dynamic threshold comparesthe speed of the vehicle to the speed limit or to the prevailing speedat the specific road segment. Alternatively or additionally, the dynamicthreshold is adjusted according to the curvature of the road, theweather conditions and/or other information that affects the properspeed of the vehicle.

In some embodiments of the invention, the monitoring includes collectinginformation on the braking habits of the driver of the vehicle.Optionally, the dynamic threshold is adjusted according to the trafficload on the road. When the vehicle is in a traffic jam, frequentbrakings are expected and are optionally weeded out of the collectedinformation.

An aspect of some embodiments of the invention relates to a method ofevaluating the driving of a vehicle, for example for insurance purposes,based on an analysis of the behavior of the vehicle with relation totraffic lights, changing lanes, overtaking and/or tailgating.

The analysis with relation to traffic light behavior optionally includesanalysis of whether the vehicle passed through red lights, whether thedrivers speeds up toward green lights, how the driver reacts to yellowlights and/or blinking green light (indicating the light will soon turnyellow).

An aspect of some embodiments of the invention relates to a method ofevaluating the driving of a vehicle, for example for insurance purposes,based on an analysis of the slowing down habits toward dangerous roadsegments, such as steep down-hill slopes, curves, stop signs and/orother road hazards.

An aspect of some embodiments of the invention relates to monitoring thedriving behavior of a vehicle using, at least partially, topographicaldata on traversed roads, e.g., location of slopes and possibly theirslope.

An aspect of some embodiments of the invention relates to analyzing thedriving of a vehicle based on a plurality of parameters related to howthe vehicle behaves in road curves. Optionally, the parameters includetwo or more of lateral deceleration in curves, speed on approachingcurves, frontal deceleration upon approaching the curve and distance ortime at which the deceleration before the curve begins.

An aspect of some embodiments of the invention relates to avehicle-mounted apparatus for monitoring vehicle behavior, whichwirelessly transmits collected information to a remote monitoringstation. The vehicle-mounted monitoring apparatus screens the collectedinformation in order to reduce the amount of data transmittedwirelessly.

In some embodiments of the invention, the data evaluation is based atleast partially on externally collected data from a control stationremote from the vehicle. Optionally, at least some of the externallycollected data is transmitted to the vehicle-mounted apparatus, in orderto perform the screening of the collected information. In an alternativeembodiment, the vehicle-mounted apparatus screens the data without theexternal data and screening that requires external data is performed bythe monitoring station.

Optionally, sensor readings below a predetermined threshold are nottransmitted. In some embodiments of the invention, a dynamic thresholdis used according to the road conditions. For example, more accuracy maybe required near intersections. In some embodiments of the invention,accelerometer readings that do not result in velocity change arediscarded.

In some embodiments of the invention, samples are collected at adynamically adjusted rate. The rate of sampling is optionally determinedaccording to the location of the driving, for example accumulating moresamples at areas where there many accidents or near intersections.Alternatively or additionally, the rate of sampling is adjustedaccording to the time of day, date and/or external conditions, such asweather conditions. Further alternatively or additionally, the rate ofsampling is adjusted according to the driving behavior of the vehicle,for example increasing the sampling rate when reckless driving isidentified.

An aspect of some embodiments of the invention relates to a vehiclemonitoring system that is used to provide the driver and/or owner with areport on the level of expertise of the driver. In some embodiments ofthe invention, the monitoring system provides information on wear andtare of various vehicle elements, such as clutch and/or brakes.Optionally the report also provides suggestions on how to improve thedriving and/or reduce gasoline usage.

An aspect of some embodiments of the invention relates to a drivinganalysis system that relates to the RPM of the motor of a vehicle (e.g.,a truck) in analyzing the driving of the vehicle. Optionally, warningsare produced when the RPM is too high in entering a zone where thevehicle needs to slow down. In some embodiments of the invention, thewarnings include suggestions on using the truck's retarder and/or on aspeed to be reached before entering a problematic road segment.Alternatively or additionally, a fleet manager report providesinformation on the RPM of the vehicle when entering specific road zones,such as slopes, curves and/or junctions.

In some embodiments of the invention, the analysis differentiatesbetween different road segments.

An aspect of some embodiments of the invention relates to a method ofanalyzing the safety and/or handling of a vehicle based on a periodicinspection of the vehicle.

There is therefore provided in accordance with an exemplary embodimentof the invention, a method of evaluating the driving behavior in avehicle, comprising determining values of a plurality of parameters ofthe operation of a first vehicle in a first road segment, determiningvalues of the plurality of parameters for one or more second vehicles ina second road segment having similar properties to those of the firstroad segment, comparing the determined values of the first vehicle andthe one or more second vehicles and providing an evaluation of thedriving behavior of the first vehicle, responsive to the comparison.

Optionally, the plurality of parameters includes at least one parameterwhich relates to braking or decelerating of the first vehicle before aroad point requiring deceleration.

Optionally, the plurality of parameters includes at least one parameterwhich relates to a time or distance before a road point requiringdeceleration at which the first vehicle began to decelerate. Optionally,the plurality of parameters includes at least one parameter related tobehavior at a road curve. Optionally, the method includes generatingwarnings to a driver of the first vehicle responsive to the evaluation.

Optionally, the method includes calculating insurance rates for thefirst vehicle responsive to the evaluation. Optionally, the methodincludes providing a report to a fleet manager responsive to theevaluation. Optionally, the method includes providing a report to aparent of the driver responsive to the evaluation. Optionally, theplurality of vehicles comprise at least 10 second vehicles. Optionally,the second road segment comprises the first road segment. Optionally,the second road segment is different from the first road segment.

Optionally, determining values of the plurality of parameters for theone or more second vehicles comprises determining at a different timefrom the determining of the parameters for the first vehicle.Optionally, the one or more second vehicles comprises a plurality ofvehicles. Optionally, comparing the determined values of the firstvehicle and the plurality of second vehicles comprises comparing thevalues of the first vehicle to a statistical analysis of values of theplurality of second vehicles.

Optionally, comparing the determined values of the first vehicle and theplurality of second vehicles comprises comparing in a manner which givesdifferent weight to different ones of the second vehicles. Optionally,comparing the determined values of the first vehicle and the pluralityof second vehicles comprises comparing in a manner which gives moreweight to second vehicles having a specific safety rating.

Optionally, comparing the determined values of the first vehicle and theplurality of second vehicles comprises comparing data determined undersimilar weather, light or time conditions.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of evaluating the driving behavior in a vehicle,comprising receiving sensor readings on the operation of a first vehiclein a first road segment, determining structural information on the firstroad segment and analyzing a behavior of the first vehicle responsive tothe sensor readings and the structural information, by comparing tobehavior of one or more vehicles under similar circumstances.

Optionally, the method includes generating warnings to a driver of thefirst vehicle responsive to the analyzing. Optionally, the methodincludes calculating insurance rates for the first vehicle responsive tothe analyzing. Optionally, the method includes generating a drivingbehavior report for a driver of the vehicle responsive to the analyzing.Optionally, receiving sensor readings comprises receiving from anaccelerometer. Optionally, receiving sensor readings comprises receivingfrom a location sensor. Optionally, determining structural informationcomprises determining a slope of the first road segment. Optionally,determining structural information comprises determining a location of acurve or an intersection. Optionally, determining structural informationcomprises determining a parameter of a curve or an intersection.Optionally, comparing to behavior of one or more vehicles under similarconditions comprises comparing to acts of the first vehicle at adifferent time. Optionally, comparing to behavior of one or morevehicles under similar conditions comprises comparing to acts of thevehicles other than the first vehicle. Optionally, comparing to behaviorof one or more vehicles under similar conditions comprises comparing toacts performed at different times than represented by the sensorreadings.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of aiding safe driving, comprising determiningtraffic directives or warnings applicable to a vehicle; and providingthe determined traffic directives or warnings in the vehicle.Optionally, the method includes determining the location of the vehicleand wherein determining the directives is performed responsive to thedetermined location. Optionally, providing the determined directives orwarnings comprises providing an indication of a directive not currentlyvisible outside the vehicle at the location. Optionally, determining thedirectives or warnings comprises determining traffic signs at thelocation.

Optionally, providing the determined directives or warnings comprisesproviding an indication of an upcoming stop or yield sign. Optionally,providing the determined directives or warnings comprises providingstatus or timing information of traffic lights. Optionally, providingthe determined directives or warnings comprises providing a speed limitapplicable to a current location of the vehicle. Optionally, determiningthe traffic directives comprises determining responsive to a time of theproviding.

Optionally, the method includes determining whether a driver profile ofthe vehicle requires the warning and wherein the providing is performedonly if the driver profile was determined to warrant the providing.Optionally, providing the determined directives or warnings comprisesproviding only if it is determined that the vehicle is probably going toviolate the directive or already violated the directive. Optionally,determining the directives or warnings comprises determining by imageanalysis of images acquired by a camera mounted on the vehicle.Optionally, determining the directives or warnings comprises determiningby accessing a database which lists the locations of directives, withcoordinates of a current location of the vehicle. Optionally, thedatabase does not include sufficient information to determine thegeographical layout of roads. Optionally, providing the directive orwarning comprises displaying a directive or warning.

Optionally, providing the directive or warning comprises sounding adirective or warning. Optionally, providing the directive or warningcomprises providing a tactile stimulus.

There is further provided in accordance with an exemplary embodiment ofthe invention, an apparatus determining the location of a vehicle,comprising a location determination unit, which continuously providescoordinate readings of the vehicle and a processor adapted to calculateinterpolated or extrapolated coordinate values responsive to thecoordinate readings of the location determination unit.

Optionally, the processor is adapted to calculate the interpolated orextrapolated values responsive to at least one dynamic vehicle parameterof the vehicle at the time of a coordinate reading from the locationdetermination unit. Optionally, the at least one dynamic vehicleparameter comprises one or more of the speed acceleration and azimuth ofthe vehicle.

Optionally, the apparatus includes an accelerometer, and wherein theprocessor uses readings from the accelerometer in calculating thecoordinate values.

There is further provided in accordance with an exemplary embodiment ofthe invention, an apparatus for determining the location of a vehicle,comprising a location determination unit, which provides coordinatereadings of the vehicle, a look up table including correction values forthe coordinate readings responsive to dynamic vehicle parameters of thevehicle and a processor adapted to calculate corrected coordinate valuesfrom the coordinate readings using the look up table.

Optionally, the look up table provides correction values for vehiclespeed values.

There is further provided in accordance with an exemplary embodiment ofthe invention, an apparatus for monitoring vehicle driving, comprisingat least one sensor adapted to determine dynamic parameters of avehicle, an input interface adapted to receive a weather or traffic loadreport of a region in which the vehicle is located; and a processoradapted to provide an indication on the vehicle behavior responsive tothe determined dynamic parameters and the received weather or trafficload report.

Optionally, the processor is adapted to adjust a speed thresholdresponsive to the weather or traffic report. Optionally, the weather ortraffic report relates to more than a single road segment.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of analyzing safety distance keeping of avehicle, comprising collecting information on deceleration events of thevehicle, assigning each of the deceleration events a score indicative ofa probability that the deceleration was due to not keeping sufficientdistance from an adjacent vehicle; and providing a distance keepingscore to the vehicle responsive to the events and assigned scores.

Optionally, collecting the information comprises collecting readings ofan accelerometer on the vehicle. Optionally, assigning a score to adeceleration event comprises determining the location of thedeceleration and determining a probability of deceleration at thelocation. Optionally, assigning a score to a deceleration eventcomprises determining a severity of the deceleration.

There is further provided in accordance with an exemplary embodiment ofthe invention, an apparatus for monitoring vehicle driving, comprisingat least one sensor adapted to determine dynamic parameters of avehicle, a location determination unit for providing coordinates of thevehicle, a database of locations of interest for driving analysis; and aprocessor which analyzes the driving responsive to comparison ofcoordinates from the location determination unit with locations in thedatabase, the database does not include sufficient data to show thegeographical path of roads traversed by the vehicle.

Optionally, the apparatus is mounted entirely on the vehicle.

Optionally, the location determination unit comprises a GPS receiver.

Optionally, the database represents each road segment in the database byat most four coordinates. Optionally, the database represents curves bya single coordinate pair. Optionally, the database representsintersections by a single coordinate pair. Optionally, the databaseindicates locations of traffic signs. Optionally, the database indicateslocations of relatively steep slopes.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of providing a driving behavior score,comprising installing a monitoring unit in a vehicle, without connectingdata reception ports of the monitoring unit to mechanisms of thevehicle, collecting dynamic vehicle parameters of the vehicle by themonitoring unit, analyzing the vehicle driving behavior of the vehicleresponsive to the collected dynamic parameters from the monitoring unit;and assigning a score responsive to the analyzing.

Optionally, the monitoring unit is not connected through wires to thevehicle, other than any power connection. Optionally, collecting thedynamic vehicle parameters comprises determining vehicle acceleration,speed, location and azimuth. Optionally, the method includes assigningan insurance rate to the vehicle responsive to the score.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of determining parameters of road segments ofinterest, comprising receiving dynamic parameters of a plurality ofvehicles together with corresponding locations, determining a locationat which a plurality of vehicles have similar values of the dynamicparameters; and assigning the determined location a location-descriptionresponsive to the similar values of the dynamic parameters.

Optionally, determining the location comprises determining a location atwhich the received dynamic parameters of some of the vehicles do notindicate the location description determined for the location.

Optionally, assigning the location description comprises determiningthat the location has an intersection, a traffic sign, a traffic lightor a curve.

Optionally, assigning the location description comprises assigning atleast one parameter of the curve to the location. Optionally, assigningthe location description comprises determining that the location has aslope. Optionally, assigning the location description comprisesdetermining that the location has a yield sign.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of handling vehicle monitoring information,comprising accumulating data on the driving of a vehicle, which dataidentifies at least two of driving time, driving locations and drivingdynamic parameters with the vehicle; and storing the accumulated data ina memory unit, with instructions to destroy at least identificationinformation which may link the accumulated data to the vehicle, within apredetermined time.

Optionally, the method includes analyzing the data to generate a generalreport on the driving profile of the vehicle, which report does not linkthe vehicle to specific driving events.

Optionally, the accumulated data is discarded immediately after theanalyzing is completed. Optionally, the accumulated data is timed to bediscarded within at most twelve hours from its accumulation. Optionally,the vehicle owner may give an instruction to prevent the discarding ofthe data. Optionally, the data discarding is scheduled without amechanism for aborting the discarding.

There is further provided in accordance with an exemplary embodiment ofthe invention, a driver warning unit, comprising a monitoring unit thatdetermines warnings to be provided to a driver of a vehicle; and anoutput unit adapted to provide warnings determined by the monitoringunit to a driver of the vehicle, such that the warnings are notnoticeable by other passengers in the vehicle, sitting in a samepassenger cabin as the driver.

Optionally, the monitoring unit determines the warnings to be providedresponsive to a location of the vehicle. Optionally, the output unitcomprises a display that can only be viewed from a limited angle span.Optionally, the output unit comprises a display positioned on thesteering wheel. Optionally, the output unit comprises a tactile stimulusprovider.

Optionally, the monitoring unit determines the warnings to be providedresponsive to dynamic parameters of the vehicle. Optionally, themonitoring unit determines the warnings to be provided without relationto dynamic parameters of the vehicle.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of providing warnings to a driver, comprisingdetermining road conditions which may affect a vehicle, providing adriver profile of the vehicle; and selecting warnings to be provided toa driver of the vehicle or times at which the warnings are to beprovided, responsive to the determined road conditions and the driverprofile. Optionally, determining the road conditions comprisesdetermining a location of the vehicle. Optionally, determining the roadconditions comprises identifying signs applicable to the vehicle.Optionally, determining road conditions which may affect the vehiclecomprises determining dynamic parameters of the vehicle. Optionally,determining road conditions which may affect the vehicle comprisesdetermining a safety hazard.

Optionally, determining road conditions which may affect the vehiclecomprises determining without relation to dynamic parameters of thevehicle.

Optionally, the driver profile is generated responsive to analysis ofprevious driving of the vehicle or the driver. Optionally, the driverprofile comprises the age of the driver.

Optionally, selecting warnings to be provided to the driver comprisesselecting warnings that the driver has previously not ignored.

Optionally, selecting a time of providing the warning comprisesselecting according to an expected time required by the driver torespond to the warning.

Optionally, selecting warnings to be provided to the driver comprisesselecting responsive to previous experience of the driver in handlingthe determined road conditions.

There is further provided in accordance with an exemplary embodiment ofthe invention, a driving monitoring system, comprising at least onesensor adapted to collect data on the driving of a vehicle, a warninggenerator adapted to generate driver warnings responsive to readings ofthe at least one sensor, an output unit for providing warnings generatedby the warning generator; and a report generator adapted to analyze thedriving behavior of the vehicle based on readings of the at least onesensor.

Optionally, the report generator is included in a same processing unitwith the warning generator. Optionally, the report generator is not onboard the vehicle, while the warning generator is mounted on thevehicle. Optionally, the at least one sensor comprises a locationdetermination sensor. Optionally, the at least one sensor comprises anaccelerometer.

Optionally, the at least one sensor comprises a camera.

Optionally, warning generator is adapted to generate the warningsresponsive to the analysis of the report generator. Optionally, thereport generator performs the analysis responsive to sensor readings ofat least an hour. Optionally, the output unit displays the warnings tothe driver. Optionally, the output unit provides the warnings to aperson remote from the vehicle.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of assigning a safety score to a vehicle,comprising collecting information on the driving behavior of thevehicle, analyzing the collected information so as to determine thebehavior of the vehicle with relation to at least one of relating totraffic lights, changing lanes, overtaking and tailgating; and assigninga score to the vehicle responsive to the analysis.

Optionally, collecting the information comprises collecting dynamicparameter values from sensors on the vehicle. Optionally, analyzing thecollected information comprises determining a number of times that thevehicle passed through a yellow or red light.

Optionally, analyzing the collected information comprises determining anumber of times that the vehicle responded with a delay to a change of atraffic light to green.

Optionally, the method includes determining an insurance rate for thevehicle responsive to the score. Optionally, determining the insurancerate is performed additionally responsive to a physical examination ofthe vehicle.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of assigning a safety score to a vehicle,comprising collecting information on the driving behavior of thevehicle, analyzing the collected information so as to determine at leastone parameter of the slowing down of the vehicle toward road segmentsthat require slowing down; and assigning a score to the vehicleresponsive to the analysis. Optionally, analyzing the collectedinformation comprises determining a number of times in which the vehicledid not slow down on time. Optionally, analyzing the collectedinformation comprises determining an average distance before the roadsegments at which the vehicle begins to slow down. Optionally, the roadsegment that requires slowing down comprises a slope. Optionally, theroad segment that requires slowing down comprises a curve.

Optionally, the road segment that requires slowing down comprises anintersection.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of analyzing vehicle behavior, comprisingcollecting information on the driving behavior of the vehicle,identifying topographical attributes of roads traversed by the vehicle;and analyzing the collected information so as to determine informationon the driving behavior of the vehicle with relation to topographicalroad attributes.

Optionally, the analyzing is performed responsive to a location of asteep slope or an angle of a steep slope.

There is further provided in accordance with an exemplary embodiment ofthe invention, a method of assigning a safety score to a vehicle,comprising collecting information on the driving behavior of thevehicle, determining the location of a curve, analyzing the collectedinformation so as to determine a plurality of parameters of the behaviorof the vehicle with relation to the curve; and assigning a score to thevehicle responsive to the analysis.

Optionally, the plurality of parameters include at least one of lateraldeceleration in the curve, the vehicle speed on approaching the curve,frontal deceleration of the vehicle upon approaching the curve anddistance or time at which the vehicle began to decelerate before thecurve.

BRIEF DESCRIPTION OF FIGURES

Particular non-limiting exemplary embodiments of the invention will bedescribed with reference to the following description of embodiments inconjunction with the figures, in which:

FIG. 1 is a schematic illustration of a vehicle monitoring system, inaccordance with an exemplary embodiment of the invention;

FIG. 2 is a flowchart of acts performed by an on-board monitoring unitof a vehicle, in accordance with an exemplary embodiment of theinvention; and

FIG. 3 is a flowchart of acts performed by a control station, inaccordance with an exemplary embodiment of the invention.

DETAILED DESCRIPTION OF EMBODIMENTS

FIG. 1 is a schematic illustration of a vehicle monitoring system 100,in accordance with an exemplary embodiment of the invention. System 100includes in each vehicle 150 associated with system 100, an on-boardmonitoring unit 102, which collects raw data on the operation of thevehicle, analyzes the data, provides driver warnings and communicateswith a control station 130.

Control station 130 receives raw and/or analyzed data from monitoringunits 102, analyzes the data and provides reports on the vehicles 150associated with the system. Alternatively or additionally, controlstation 130 determines information on the roads traversed by vehicles150 and/or general information on types of vehicles 150. Optionally,control station 130 includes a backend 132 that pushes data tomonitoring units 102.

On-board monitoring unit 102 optionally includes sensors 104 forcollecting information on the vehicle operation. In some embodiments ofthe invention, sensors 104 include accelerometers 106, optionally threeaccelerometers for three directions. Sensors 104 optionally also includea global positioning satellite (GPS) receiver 108, which is used forposition and/or velocity information. Optionally, time information isreceived through GPS receiver 108. In an alternative embodiment, timeinformation is received from vehicle 150 through an input port 110and/or from control station 130 through transceiver 112. Furtheralternatively or additionally, monitoring unit 102 includes a clock.

In some embodiments of the invention, on-board monitoring unit 102includes input ports 110, which receive operational data from mechanismsof the vehicle 150. These embodiments are optionally used whenmonitoring unit 102 is produced with vehicle 150 or there is otherwisean incentive to connect monitoring unit 102 to the vehicle. In otherembodiments of the invention, input ports 110 are not included inmonitoring unit 102 and the monitoring unit does not connect to themechanisms of the vehicle 150, in order to collect information. Notintegrating with vehicle mechanisms allows much simpler installation andallows easier marketing to vehicle owners. In still other embodiments ofthe invention, monitoring unit 102 connects to the mechanisms of thevehicle 150 only in minor aspects, such as to the signal light control.

On-board monitoring unit 102 optionally receives power from vehicle 150.Alternatively or additionally, monitoring unit 102 includes an internalbattery which powers the elements of monitoring unit 102. In someembodiments of the invention, the internal battery is recharged byvehicle 150. Alternatively, the internal battery is replaced when itsenergy is drained out. Further alternatively or additionally, monitoringunit 102 includes a stand alone charging unit, such as a solar chargerand/or a kinetic charger. As with the input of data, making monitoringunit 102 as a stand alone unit for power, can simplify the installationof monitoring unit 102 in vehicles.

Monitoring unit 102 further includes a transceiver 112 for communicatingwith control station 130. In some embodiments of the invention,transceiver 112 comprises a cellular transceiver, which communicatesthrough public cellular networks. Alternatively or additionally,transceiver 112 uses other types of communications, such as a dedicatedcellular network, WiFi, satellite communications, short wavecommunications and/or any other type of communications suitable forvehicles.

The communication link between transceiver 112 and control station 130optionally includes a two-way communication link. In some embodiments ofthe invention, the same type of communication link is used for bothtransmission directions. Alternatively, a broadcast link (e.g., radio,cellular, satellite) is used for downlink transmissions to transceiver112, while a unicast link is used for uplink transmissions fromtransceiver 112 to control station 130. In some embodiments of theinvention, instead of a single transceiver 112, monitoring unit 102includes a separate transmitter and a separate receiver. Alternativelyto a dedicated transceiver 112 used only by system 100, a generalpurpose cellular telephone unit is used for at least some of thecommunications between monitoring unit 102 and control station 130.

Transceiver 112 is used to convey raw data and/or partially processeddata to control station 130. Alternatively or additionally, transceiver112 receives information from control station 130, for example weatherinformation. In some embodiments of the invention, transceiver 112 isused to communicate with another vehicle 150 according to a decision ofcontrol station 130. The communications may be direct, e.g., using RFtransmission, through a cellular base station and/or through controlstation 130 or any other switching or relay station.

Monitoring unit 102 further comprises a processor 114, which analyzesthe data received through sensors 104, input ports 110 and/ortransceiver 112. In some embodiments of the invention, the analysisresults are used to generate driver warnings and/or to prepare data fortransmission to control station 130 and/or to determine which data is tobe transmitted to control station 130. Alternatively or additionally,processor 114 generates control signals that are provided directly tomechanisms of vehicle 150. In accordance with this alternative,monitoring unit 102 interfaces with controls of vehicle 150.

A data memory unit 115 is optionally used to store accumulated data foruse by processor 114 and/or until it is transmitted to control station130. Memory unit 115 is optionally used for other tasks, such as storingsoftware run by processor 114.

Raw data (and partially or entirely processed data) is optionallytransmitted to control station 130 substantially continuously, forexample every few seconds or minutes. Alternatively, raw data istransmitted periodically, for example once a day or week, and/or whendata memory unit 115 is full (or nearly full) or a predetermined amountof data is collected. Further alternatively or additionally, data istransmitted to control station 130 when the vehicle 150 reaches apredetermined location (for example, where communications are low cost).In some embodiments of the invention, data is transmitted to controlstation 130 when an accident or other extreme event occurs or otherwisewhen abnormal data is collected and immediate analysis by controlstation 130 may be useful, for example to provide driver warnings and/orto send aid. In some embodiments of the invention, data is transmittedat times determined according to the availability of cellular bandwidthand/or when low cellular rates are available. Optionally, an agreementis achieved with a cellular telephony company that the communicationsbetween control station 130 and vehicles 150 will use unused bandwidth.The cellular company optionally notifies control station 130 and/ormonitoring units 102 when there is available bandwidth and the bandwidthis used by vehicles to transfer their raw data for analysis.

In some embodiments of the invention, control station 130 may sendrequest messages to one or more vehicles 150 with requests for desireddata, for example when a fleet manager is interested in data on aspecific vehicle.

A mapping memory unit 116 optionally stores mapping data of roads, whichmay be traversed by vehicle 150. Alternatively or additionally, mappingdata is received from control station 130, through transceiver 112. Insome embodiments of the invention, memory unit 116 carries cachedmapping data and when necessary additional mapping data is downloadedfrom control station 130. In some embodiments of the invention, memoryunit 116 caches information of geographical areas recently traversed byvehicle 150. Alternatively, memory unit 116 caches some of theinformation of areas of interest, while other information, which isseldom used, is received from control station 130 upon request Furtheralternatively, the mapping information in memory unit 116 is generatedentirely based on the readings of GPS receiver 108, without receivingreadings from other vehicles. Alternatively, a basic mapping database isinstalled with monitoring unit 102 and later updates are generatedresponsive to readings of GPS receiver 108 and/or determinations ofprocessor 114. This alternative reduces cellular bandwidth costs.

Various methods known in the art may be used to determine which data isstored on memory unit 116. For example, each time vehicle 150 enters anew area memory unit 116 downloads the mapping data of the area, and ifnecessary discards the least recently used mapping data.

In some embodiments of the invention, memory unit 116 does not store acomplete description of the geographical areas it describes. Optionally,memory unit 116 does not even describe details of the roads ittraverses. Rather, memory unit 116 optionally stores a minimal or closeto minimal amount of data on the roads, required for generating warningsand/or performing analysis by processor 114. Optionally, memory unit 116stores coordinates of signs, junctions, road hazards (e.g., curves,holes, bumps) and/or other safety related points. A single coordinate isoptionally used for traffic signs (e.g., stop and yield directives,traffic lights), entry points to a curve and speed limit signs. Thespeed limit is optionally determined for the vehicle each time thevehicle passes near a speed limit sign, based on the coordinate of thevehicle as compared to the coordinate of the speed limit sign in memory116. Alternatively or additionally, when it is required to know thespeed limit at a specific location, processor 114 traces back from thelocation to the previous point having a speed limit sign. The backtracing is optionally performed by finding a vehicle that is driving inthe opposite direction from the point for which the speed limit is to bedetermined and tracing the vehicle to a closest speed limit sign.Alternatively, vehicles are traced from speed limit signs in thevicinity of the point to see which one leads to the point for which thespeed limit is to be determined.

Alternatively or additionally, memory unit 116 stores indications ofareas (e.g., represented by 4 corner coordinates) in which the road(s)have a specific attribute, such as have a known quality, bumpinessand/or speed limit. In some embodiments of the invention, memory unit116 stores for some or all of the roads various average usage patterns,such as times of heavy traffic (e.g., rush hour), times at which thereare many trucks and/or average speeds on the road. Alternatively oradditionally, memory unit 116 stores for some or all of the roads,regulative information (e.g., the speed limit) and/or qualityinformation (e.g., width of the road shoulders).

In an exemplary embodiment of the invention, memory unit 116 stores asingle coordinate set for each safety related segment, such as roadcurves and junctions. Alternatively, some safety related segments areidentified by several coordinates, such as the beginning and end pointof a road curve. Optionally, memory unit 116 does not store the detailedcoordinates of all the roads or even of the entire form of junctionsand/or curves. Thus, mapping of large areas is achieved with arelatively small database. For example, using a disk of 10-50 Mbytes itis possible to map the roads of most of Europe. Memory unit 116 mayinclude a flash memory, a hard disk and/or any other memory suitable foruse on a vehicle.

In some embodiments of the invention, the contents of memory unit 116are updated by processor 114 based on the raw data collected by sensors104 and/or received through input ports 110. Alternatively oradditionally, the contents of memory unit 116 are updated responsive tocommands from control station 130. The commands from control station 130are optionally generated based on data collected from a plurality ofvehicles 150, as described below.

Monitoring unit 102 optionally includes an output unit 118 whichprovides warnings to the driver. Output unit 118 may provide audiblewarnings, visual warnings and/or tactile warnings. Visual warnings maybe provided using various display units (e.g., LED, LCD, TFT, sevensegment LEDs) and may include short text on the type of the warning ormay include a color and/or symbol coding.

Alternatively or additionally, a general warning is provided, optionallywith a severity indication. Optionally, if the driver so desires, he/shemay request details of the warning.

In some embodiments of the invention, output unit 118 provides warningswhich are sensed only by the driver and are not noticeable by otherpeople in the vehicle, in order not to worry the other people in thevehicle and/or to respect the driver's privacy. Optionally, output unit118 comprises a vibrating unit which rotates against the driver in orderto warn the driver. For example, the rotating unit may be positioned onthe driver's seat belt, on the steering wheel and/or on the driver'sseat. Alternatively or additionally, output unit 118 comprises anearphone which provides audible warnings directly to the driver's ear.In some embodiments of the invention, output unit 118 includes a displaywhich only the driver can see, for example a display located on thelower part of the steering wheel. Another example relates to a displaywhich can only be read from a specific angle, such as specific LEDdisplays known in the art. Alternatively or additionally, the displayhas a frame and/or shutters that prevent side viewing. In someembodiments of the invention, the display may be mounted on a wrist ofthe driver. Possibly, the display is wirelessly coupled to the body ofmonitoring unit 102.

Optionally, monitoring unit 102 includes a user interface 120, throughwhich the driver and/or owner of vehicle 150 configure the operation ofmonitoring unit 102. In an exemplary embodiment of the invention, thedriver may select whether warnings are provided discretely (i.e., onlyto the driver) or publicly. Alternatively or additionally, monitoringunit 102 determines automatically whether to display the warningsdiscretely, according to whether there are additional passengers invehicle 150.

User interface 120 optionally includes buttons, knobs and/or a touchscreen. Alternatively or additionally, user interface 120 includes amicrophone and voice recognition circuitry. Further alternatively oradditionally, any other user input apparatus may be used, including aremote control interface.

In some embodiments of the invention, the direction from which thewarnings are presented to the driver is indicative of the direction ofthe safety hazard. For example, when a danger point is on the right, awarning may be provided from a right side speaker and/or a right sideflashing light.

Output unit 118 is optionally part of monitoring unit 102 and is solelyfor providing warnings. Alternatively or additionally, the speakers ofvehicle 150 and/or other mechanisms of vehicle 150 are used to providewarnings to the driver.

In some embodiments of the invention, output unit 118 includes a headsup display (HUD), which is implemented by projecting warnings on thewindshield of vehicle 150. The HUD is optionally based on reflection ofdisplayed messages from the windshield. Optionally, the attributes ofthe display on the windshield are automatically adapted according to thelighting conditions on the windshield, for example as measured bydedicated light sensors positioned on the windshield or in its vicinity.Optionally, the sensors have a wide angle for determining the generallighting conditions. Alternatively or additionally, the sensors have anarrow angle directed in the direction of light that would interferewith the HUD display. Thus, the warnings on the windshield areperceivable by the driver regardless of the light conditions.Optionally, the windshield is not modified for the display and nospecial screen surface is placed on the windshield to provide betterreflection. Rather, the adapting of the display angle, the wavelength,the color and/or the intensity to the light conditions operates to allowdriver identification of the warnings.

Alternatively or additionally to displaying a warning, means are used tohighlight a safety hazard or a traffic sign itself. For example, aprojector (or the car headlights) may be automatically operated toilluminate an important traffic sign or safety hazard. In someembodiments of the invention, a position on the windshield in thedirection of the sign, hazard or an approaching vehicle is illuminatedto call the attention of the driver to that direction. The position ofthe hazard or traffic sign is optionally determined from memory unit 116and/or from a radar mounted on vehicle 150, in accordance with anexemplary embodiment of the invention.

Referring in more detail to sensors 104, in some embodiments of theinvention, the sensors 104 of monitoring unit 102 are relatively cheapso that the total cost of monitoring unit 102 is relatively low. In someembodiments of the invention, monitoring unit 102 does not includeradars or cameras which are relatively expensive. Alternatively oradditionally, GPS receiver 108 is relatively cheap and does not performdifferential correction in order to provide high accuracy location data.Instead, the data from accelerometers 106 are used to providesufficiently corrected location information, when necessary.

In other embodiments of the invention, high cost sensors are used toenhance the abilities of monitoring unit 102, for example to providereal time weather information from weather sensors, to provide accuratedistance information from vehicles in front of the monitored vehicleand/or to identify obstacles using a camera. A detailed discussion ofexemplary sensors that may be used for gathering different pieces ofinformation is brought herein below.

Optionally, accelerometers 106 include an accelerometer which measureslateral forces on vehicle 150, an accelerometer which measureslongitudinal forces on vehicle 150 and an accelerometer which measureselevation forces on vehicle 150. Alternatively or additionally, anangular and/or rotational accelerometer is used. In some embodiments ofthe invention, accelerometers 106 are not required to have a highaccuracy, but rather provide sufficient information for determining whensubstantial forces are applied to the vehicle. Accelerometers 106optionally have an accuracy of at least 0.1 g or even 0.05 g with asampling rate of at least 10-20 samples per second. The accelerometermay include substantially any sensor used to sense acceleration,including, for example, mechanical and capacitive sensors and inertiabased sensors (e.g., mechanical based, laser based).

The sampling rate of accelerometers 106 is optionally sufficiently fastto allow determination of the braking patterns of vehicle 150. Thesampling rate is adapted, in some embodiments of the invention,according to the road conditions and/or the driver behavior. Optionally,when approaching an intersection and/or a curve, the sampling rate isincreased, and after the intersection or curve the sampling rate isdecreased Alternatively or additionally, the sampling rate is adjustedaccording to the speed of the vehicle 150. Further alternatively oradditionally, the sampling rate is adjusted according to the drivingpattern of vehicle 150. For example, when it is determined that thedriver is driving relatively daringly, a higher sampling rate is used.In some embodiments of the invention, monitoring unit 102 includessensors that are only operated at special occasions, such as when anaccident is possible and/or near intersections or for specific drivers(e.g., new drivers). This may allow lower power consumption and lesswear and tear of monitoring unit 102.

In some embodiments of the invention, the sampling rate is adjustedaccording to the difference between consecutive samples collected.Optionally, processor 114 reviews the collected samples and discardsconsecutive samples having very close values and/or compresses thesamples using a run compression method. In some embodiments of theinvention, when consecutive samples have very close values, the samplingrate is reduced. When consecutive values have substantially differentvalues, the sampling rate is increased.

The samplings from all of accelerometers 106 are optionally collected atthe same rate, for simplicity. Alternatively, different sampling ratesare used for the different accelerometers 106, according to the valuescollected and/or the road conditions.

GPS receiver 108 optionally has a sampling rate of about one sample eachsecond, as is common in the art. In some embodiments of the invention,the sampling rate of GPS receiver 108 and/or of any of the sensorsdescribed below is adjusted dynamically according to any of the methodsdescribed above for accelerometers 106.

In some embodiments of the invention, the use of user interface 120 isrestricted to authorized persons (e.g., the owner of the vehicle, thepermanent driver) using any access methods known in the art, such aselectronic tokens, smart cards, password keys and/or biometricidentification (e.g., voice verification, finger prints). Optionally,each driver entering vehicle 150 is required to identify before userinterface 120. Accordingly, system 100 records the collected data on thedriver instead of, or in addition to, recording the data for thevehicle. Optionally, if the driver does not identify an alarm is soundedand/or the vehicle is prevented from operating. Alternatively, anomnibus driver is defined for the vehicle. Further alternatively oradditionally, monitoring unit 102 attempts to guess the identity of thedriver according to the driver profiles of the different drivers of thevehicle and the profile of the driver of the current driving session.

Backend 132 optionally provides data to monitoring units 102 in responseto requests from monitoring units 102. Alternatively or additionally,backend 132 provides updates in broadcasts to all vehicles 150 and/or inmulticasts to all vehicles 150 in a region. Multicast data may beprovided only to monitoring units of a specific model and/or to vehicleshaving a specific service level agreement requiring the data. In someembodiments of the invention, the data is multicast to vehiclesaccording to their types, such that trucks receive different updatesthan private cars.

The broadcasts are optionally provided periodically, when updated datais available and/or upon instructions from a system operator. Forexample, updates are optionally provided every hour and/or every timeweather updates are received.

FIG. 2 is a flowchart of acts performed by processor 114, in accordancewith an exemplary embodiment of the invention. Processor 114 receives(200) data from sensors 104 and/or input ports 110. The data isprocessed (202) in order to remove unnecessary data and/or in order tocompress the data for transmission to control station 130. Optionally,in parallel to the processing (202) for transmission, the data issearched (204) for events that require warnings. The search isoptionally also based on data received from control station 130, such asa weather forecast, and/or geographical data from memory 116. Thewarnings found in the search are reviewed (206) to determine whichwarnings are to be provided to the driver and/or how they are to beprovided to the driver.

Referring in more detail to processing (202) data for transmission, insome embodiments of the invention, consecutive measurements of similarvalues are discarded. Alternatively or additionally, low values and/orvalues having a low accuracy are discarded. In some embodiments of theinvention, in the vicinity of intersections, curves and/or other pointsof interest data is not discarded and/or lossless or near-losslesscompression methods are used.

Alternatively or additionally, only changes in velocity and/oracceleration information are recorded, while all other samples arediscarded. Optionally, when the azimuth of the vehicle does not change,the location information is not transmitted as it may be reconstructedfrom the velocity.

In some embodiments of the invention, accelerometer values beneath about5 dB are discarded, except for possibly being used for receiving ageneral indication on the smoothness of the road (e.g., to determinewhether the vehicle is on a road or dirt path). Alternatively oradditionally, acceleration values that do not affect the speed of thevehicle are discarded. In some embodiments of the invention, controlstation 130 filters out acceleration values that occur in the samelocation for nearly all vehicles, when the reason for the accelerationis assumed to be due to road bumpiness. The acceleration itself isoptionally used in determining the bumpiness of the road segment.

Referring in more detail to searching (204) for events, in someembodiments of the invention, the searching for events includesidentifying when the vehicle 150 is approaching a sign (e.g., a stopsign), a curve or an intersection. The speed of the vehicle 150 and/orother operation attributes of the vehicle are determined and arecompared to thresholds indicating when a warning is required.Optionally, the threshold is set dynamically according to the time ofday (e.g., light or dark rush hour), date, the weather, visibilityand/or a driver or vehicle rating or profile. For example, a driver thatgenerally completes curves entered at high speed without leaving thelane may have a higher threshold than a driver that is known tovigorously press on the brakes within curves. In some embodiments of theinvention, the driver and/or vehicle owner may set a desired threshold,for example through user interface 120. In some embodiments of theinvention, the warning thresholds are adjusted responsive to the numberof passengers in vehicle 150. The number of passengers may be determinedaccording to sensors under the passenger seats, from driver input, basedon acceleration readings and/or using any other method known in the art.

In some embodiments of the invention, each mapped curve, intersection orother safety related point is associated with a severity rating which isused in adjusting the threshold. Optionally, the severity rating isconfigured into a mapping database by a human operator. Alternatively oradditionally, automatic map analysis is used to assign the severityratings, for example according to the curve angle and/or length. Furtheralternatively or additionally, the severity rating is assigned accordingto a driver or vehicle profile based on data collected from vehicles150, for example, as described below with reference to act 312 of FIG.3.

Alternatively or additionally to identifying events by reviewing pointsof interest that vehicle 150 is approaching, monitoring unit 102determines times at which the speed of vehicle 150 is high and thendetermines whether this speed will be problematic in the upcoming roadsegment.

Further alternatively or additionally, monitoring unit 102 determines isa warning is required, when abrupt changes in speed and/or accelerationare identified.

In some embodiments of the invention, warnings are provided when vehicle150 passes the speed limit by a predetermined amount (which may benegative if desired) and/or when vehicle 150 exceeds the prevailingspeed on the road segment.

When approaching a stop sign (or yield sign), for example, monitoringunit 102 optionally determines whether vehicle 102 will be able to stopon time. In some embodiments of the invention, the distance to the stopsign is determined based on the location of the sign as compared to thelocation of vehicle 150. Optionally, when control station 130 is awareof vehicles standing at the stop sign, the information is transmitted tomonitoring unit 102, which accordingly reduces the distance in whichvehicle 150 needs to stop. The awareness of standing vehicles may bebased, for example, on GPS readings from vehicles associated with system100, may be based on camera or radar readings from vehicle 150 and/ormay be based on camera or radar readings from a stationary camera orradar in the vicinity of the stop sign, which is part of system 100 oris used also for other purposes. In some embodiments of the invention,statistical information is collected on vehicles that actually succeededto stop or did not succeed to stop and accordingly the point at which awarning is required is determined.

Optionally, warnings are generated when a driver enters a curved at aninappropriate speed for the curve.

In some embodiments of the invention, warnings are provided on obstacleson the road or on vehicles, pedestrians or animals which may enter theroad abruptly. Any of the above methods suggested for vehicles waitingat stop signs may be used to identify the obstacles. Warnings may beprovided for all obstacles or may be provided when the speed of thevehicle, if continued, may not allow the driver to stop on time. In someembodiments of the invention, when a particular vehicle is known todrive carelessly and/or may soon enter the drivers lane, monitoring unit102 provides the driver with a description of the vehicle, so that thedriver can avoid getting close to that vehicle.

Pedestrians may carry a small warning unit that indicates their locationto control station 130 or to passing vehicles. The small warning unitmay include, for example, RF or satellite transmitter, a passivetransceiver in accordance with any position determination method knownin the art. Such warning units are especially advantageous tohandicapped and elderly pedestrians. When the warning unit is identifiedon a road (not on the sidewalk), the vehicles in the vicinity are warnedof the pedestrian in the road.

In some embodiments of the invention, at crosswalks, pedestrians maypress a button on a pole at the intersection, which notifies controlstation 130 and hence vehicles 150 in the vicinity of the fact that apedestrian wants to cross the street.

In an exemplary embodiment of the invention, warnings are provided whenpassing near a junction where other vehicles are timing right onto thelane of the vehicle 150, where there is no entrance lane for building upspeed. These warnings may be provided when it is known that there arevehicles waiting to come out or, for simplicity of system 100,regardless of whether there are vehicles waiting to enter the lane.

Optionally, warnings are provided on bumps and/or holes in the road. Thewarnings may be provided regardless of the vehicle speed or may beprovided only when vehicle 150 is advancing at a speed that is notcompatible with the bumps or holes. Similarly, warnings are optionallyprovided upon approaching a school zone and/or a steep road.

In some embodiments of the invention, warnings are provided when avehicle passes a non-entry sign in the wrong direction or attempts toperform a U-turn on a one way street.

In some embodiments of the invention, control station 130 hasinformation on the time tables of trains, so as to provide warnings tovehicles 150 approaching train crossings at times a train is expected topass. Optionally, the information on the train time tables is updated bylive updates from a train monitoring unit and/or based on otherinformation external to vehicle 150. Optionally, a vehicle standing at atrain crossing is provided with information, for example a count down,on when the train crossing will reopen and/or the number of trainsand/or train cars that are planned to pass the crossing. Train warningsare especially important in areas where there are no warning lights orgates.

Referring in more detail to reviewing (206) the warnings, in someembodiments of the invention, at any time only a single warning isdisplayed in order not to flood the driver with warnings. Alternativelyor additionally, except for high priority warnings of imminentaccidents, up to a maximal number of warnings are allowed to bedisplayed during a predetermined amount of time (e.g., 15 minutes) orduring a driving session.

The warnings generated are optionally evaluated so as to give eachwarning a probability that it will prevent an accident or any othersevere results. Optionally, when two warnings are generatedsubstantially together, the warning with the higher score is displayed.The score may depend, for example, on weather conditions or lightingconditions. It is noted that dim lighting is in some cases more severewith regard to obstacles than curves, such that if one of a curvewarning and an obstacle warning needs to be chosen, the selection may bedifferent during day hours than during the night.

In some embodiments of the invention, the warning scores depend or thedriver profile. For example, a driver may be known to have problems withtaking curves at high speeds, while being known to stop meticulously atstop signs.

The driver profile optionally includes a long term portion and a shortterm portion that relates to acts of the current session. For example,when a driver may have a rush profile and a leisure profile andmonitoring unit 102 determines which of the profiles is applicable ineach driving session.

In some embodiments of the invention, warnings are provided withoutrelation to events (e.g., a correlation between vehicle speed and theroad). For example, each time vehicle 150 approaches a sign, the sign isdisplayed by monitoring unit 102, within the vehicle. Optionally, thedistance from the sign or road hazard at which the sign is displayed byoutput unit 118 is adjusted according to the driver profile of thedriver of vehicle 150.

Output unit 118 optionally displays information on the road segment onwhich vehicle 150 is currently driving, for example the speed limit, theaverage vehicle speed and/or warnings on construction.

Alternatively or additionally, monitoring unit 102 is provided withtiming information of traffic lights that vehicle 150 is approaching. Insome embodiments of the invention, output unit 118 provides anindication of the distance to the traffic light together with anindication of the time slot at which the light will be green, a speed atwhich to approach the light in order to reach the light when it is greenand/or a count down until the light becomes green. Optionally, whenvehicle 150 stands at a light, a count down is displayed on the timeuntil the light turns green. Alternatively or additionally, a buzzeroperates 34 seconds before the light turns green. In some embodiments ofthe invention, the driver may select a desired display format from aplurality of possibilities.

In some embodiments of the invention, data on warnings determined bymonitoring unit 102 is transmitted to control station 130 for immediatedissemination to other drivers on the same road. For example, when anaccident is determined to occur with high probability, other vehicles150 are alerted to slow down or stop so as not to join into a chainaccident. The vehicle involved in the accident has much to gain from nothaving additional vehicles involved in the accident.

In some embodiments of the invention, in addition to providing warnings,monitoring unit may perform actual control of vehicle 150, for examplewhen an accident is imminent and/or when there is suspicion that thedriver is asleep. Optionally, a warning is first displayed, and onlyafter a predetermined time, does monitoring unit 102 perform vehiclecontrol acts (e.g., braking).

Alternatively or additionally, to controlling vehicle 150 when adangerous situation is anticipated, safety measures are taken, so as toprotect the passengers, such as tightening seat belts, doubling brakingsystem power and/or cocking the airbag system. Once the danger isremoved, the measures taken are optionally cancelled.

FIG. 3 is a flowchart of acts performed by control station 130, inaccordance with an exemplary embodiment of the invention. For eachmonitored vehicle 150, control station 130 receives (300) theaccumulated data transmitted from its monitoring unit 102. The data ofthe monitored vehicle (150) is optionally analyzed to collect (302)statistical data on the driving of vehicle 150. In addition, thereceived data is analyzed to determine (304) safety violation events ofvehicle 150. Statistics are optionally collected (305) on the safetyviolation events of the vehicle 150. A score for the vehicle isgenerated (306) or updated based on the collected statistical dataand/or the determined events. Alternatively or additionally, a report onthe behavior of the driver of vehicle 150 is generated (308).

The identity of the vehicle 150 to which the data relates is optionallyremoved (310), for privacy purposes, and the data is analyzed todetermine (312) statistics for the type of the vehicle to which the datarelates and/or for road locations traversed by vehicle 150. Thedetermination (312) of statistics may be performed, for example, fromscratch based on the raw data from vehicles 150 and/or using data fromthe determination (304) of safety violation events performed for theparticular vehicle 150.

Referring in more detail to collecting (302) statistical data, in someembodiments of the invention, the received data is analyzed to determinefor each driven road segment, a class to which the segment belongs.Optionally, segments are defined for each predetermined time unit (e.g.,a minute) or distance unit (e.g., a kilometer). Alternatively oradditionally, segments are determine where the sensor readings havesimilar values. In some embodiments of the invention, when the value ofa classifying parameter changes within a segment, the parameter valuemost common in the segment is used for the entire segment.Alternatively, an average value of the parameter is used to classify thesegment. Further alternatively, when the value of a classifyingparameter changes, a new segment is defined.

The class optionally relates to the type of road traversed and/or thetime of day or type of day (work day, holiday, week end) at which thesegment was traversed.

Different classes are optionally defined for roads of different widths,different average traffic loads and/or of different actual loads asdiscussed below. Alternatively or additionally, different classes aredefined for roads having different safety ratings and/or safetyattributes (e.g., types of safety fences between opposite directiontraffic). Further alternatively or additionally, different classes aredefined for roads of different smoothness (e.g., based on readings ofthe accelerometers) and/or according to the area in which the roads pass(city, rural, highway not near pedestrians). In some embodiments of theinvention, different road classes are defined according to thefamiliarity of the road to the vehicle, as determined for the drivinghistory of the vehicle.

In some embodiments of the invention, at least 4, 6 or even 10 classesare defined. The use of a large number of classes provides moreparticular information on the actual usage of the vehicle and preventsaveraging out of important data. In some embodiments of the invention,more than 20 or even 50 different classes are defined. In someembodiments of the invention, inn order to reduce the memory andprocessing resources required, fewer than 20 or even fewer than 10classes are defined.

In some embodiments of the invention, for example, different classes aredefined for different lighting conditions (e.g., day, night with streetlights, night without street lights). Alternatively or additionally,different classes are defined for each hour of the day and/or for eachgroup of hours (e.g., morning, noon, afternoon, evening, night). Furtheralternatively or additionally, different classes are defined accordingto whether the segment was traversed during rush hour of the specificroad or in general. In some embodiments of the invention, differentclasses are defined for segments traversed while driving in conditionsin which the sun is in the eyes of the driver.

Different classes are optionally defined for different drivers of thevehicle 150. Alternatively or additionally, different classes aredefined for different weather conditions.

In some embodiments of the invention, classes are predefined orpreconfigured. Alternatively or additionally, classes are defined on thefly according to the sensor values.

In some embodiments of the invention, when necessary to conserve storagespace, a predetermined number of classes are allowed. Optionally, when anew class needs to be defined and the limit of the number of classes wasreached, two or more classes having similar values for the measuredattributes, are combined. In some embodiments of the invention, when twoor more classes are determined to have similar values the classes arecombined regardless of the number of classes defined.

Based on the classification, statistics of the driving of vehicle 150are determined for each class and/or for the total of all classes of thevehicle 150.

For each segment, control station 130 optionally determines drivingattributes of the segment, such as the driving distance along thesegment (i.e., the length of the segment), the driving time duration ofthe segment and/or the average driving speed along the segment.

Alternatively or additionally to determining the absolute average speed,the average difference between the driving speed and the speed limitand/or the prevailing speed, is determined. Further alternatively oradditionally, the possible speeds are divided into bins, e.g., 50-60,60-70, 70-80 km/h, and a speed profile is determined based on the timein each speed bin. In some embodiments of the invention, the speedprofile is determined only for speeds above the speed limit and/or abovethe prevailing speed, i.e., leaving all speeds below the speed limit ina single bin. In some embodiments of the invention, the minimal andmaximal speeds are registered.

In addition to collecting parameters for road segments, statisticalparameters are optionally collected for intersections. As with roadsegments, the data for intersections is optionally sorted according todifferent classes.

The intersection parameters optionally include the number ofintersections passed, the directions turned in each intersection, Insome embodiments of the invention, the intersection parameters includethe speed at which the intersection was passed, optionallydifferentiating according to the direction in which the intersection wastraversed. The parameters optionally indicate the distance or time fromthe intersection at which the speed of the vehicle begins to decreaseand/or the distance or time from the intersection at which the vehiclebegins to decelerate. In some embodiments of the invention, adeceleration profile is determined for each intersection. Thedeceleration profile may be stored as is and/or in an alternativeembodiment a set of possible deceleration profiles may be pre-definedand for at least some intersections the closest deceleration profile isdetermined. Optionally, extreme cases are stored separately.

Statistical parameter values are optionally also collected for each roadcurve passed and/or for each sign passed. In an exemplary embodiment ofthe invention, for each road curve, the speed of entering the curve andthe speed of exiting the curve are determined.

In addition, other statistical parameters may be determined, for exampleone or more of the actual roads traveled by the vehicle, the averagedriving time and/or distance per day and/or per session, the number ofseparate driving sessions (separate sessions are optionally defined assession separated by a predetermined amount of time, such as at least10-30 minutes) and/or the number of intersections passed in a session.Other parameters for which data is collected, may include, for example,the number of driving sessions for a predetermined distance (e.g., 1000miles). Other statistical parameters may be collected, according to theaccumulated data.

Referring in more detail to determining (304) safety violation events,in some embodiments of the invention, for each instruction sign, it isdetermined whether the sign was obeyed and optionally the extent towhich the sign was obeyed. For example, for each warning sign, the speedreduction of the vehicle is determined. Cases in which there was nodeceleration or the vehicle was even accelerated, are optionally notedas safety violation events. Alternatively or additionally, cases inwhich drivers disobey instruction signs, such as no entrance, no U-turnor no left turn are noted.

Optionally, for each stop sign, it is determined whether vehicle 150came to a full stop, came to a nearly full stop, slowed down a little ordid not slow down at all. In some embodiments of the invention, thelocation at which the vehicle stopped is determined, for example whetherthe vehicle stopped at a designated stop line or stopped inside theintersection, probably relatively late after noticing a passing vehicle.In some embodiments of the invention, when the driver turned in theintersection, the slowing down for the turn is related to in assigning ascore to the acts of the vehicle with respect to the stop sign.

For yield signs, control station 130 optionally determines whethervehicle 150 slowed down significantly. Alternatively or additionally,when there is information from other vehicles in the vicinity, it isdetermined whether the vehicle 150 gave the right of way to the othervehicles. The information from other vehicles may be based, for example,on cameras or radars stationary or mounted on vehicle 150, and/or onposition readings from monitoring units 102 mounted on the othervehicles.

In some embodiments of the invention, extreme accelerations are reviewedby control station 130 to determine whether there was a safetyviolation, such as racing or otherwise reckless vehicle handling.

In some embodiments of the invention, extreme decelerations are reviewedto determine why there was a need to press the brakes so abruptly.

Optionally, when the vehicle 150 makes a U-turn, the safety of theU-turn is determined by examining the location at which the U-turn wastaken, whether other cars were in the vicinity of the U-turn and/or thespeed of the vehicle during the U-turn.

Abrupt lane changes are optionally determined and registered. The lanechanges are optionally identified as relatively strong or abrupt lateraldeceleration when vehicle 150 is moving at a relatively high speed.Alternatively or additionally, cases in which vehicle 150 falls off theroad and/or drives on the road shoulders, are determined.

For each case of moving between lanes and/or of turning atintersections, control station 130 optionally determines whether thesignaling light was operated. Information on the signaling light isdetermined by connecting to the vehicle mechanisms and/or by operating amicrophone which collects the sounds within the vehicle and signalprocessing that identifies signaling light sounds. A vehicle report mayindicate, for example, the average number of times the signaling lightsare used over a mile and/or the number of turns or lane changes in whichthe signaling was not used. Alternatively or additionally, the distancebefore the lane change or turn at which the signaling was operated isdetermined. In some embodiments of the invention, occasions when thesignaling was used without any following turn are determined.

Other safety related events relating to intersections may includepassing through an intersection at a speed above a predeterminedthreshold, changing lanes within an intersection and/or braking withinan intersection. In some embodiments of the invention, cases in whichthe vehicle stops within an intersection, for example due to entering anon-empty intersection are also determined.

In some embodiments of the invention, for each curve, control station130 determines whether the vehicle enters at too high a speed, whetherthe vehicle did not keep its lane and/or whether the vehicle brakedabruptly.

Reverse driving is optionally determined and analyzed. Cases in whichvehicle 150 drives in reverse on a highway, drives in reverse for morethan a predetermined distance and/or drives backwards at a speed above apredetermined threshold, are registered as traffic violations. Reversedriving is optionally determined according to the position readings ofthe vehicle.

It is noted that shaking measurements of the accelerometers on a smoothroad may be indicative of improper maintenance of vehicle 150 and/orimproper driving habits.

Use of the headlights is optionally monitored so as to determine whenthe driver uses the headlights (e.g., always, only at night, during thewinter). Alternatively or additionally, seat belt use is monitored todetermine how often the driver fails to use the seat belt.

Following is a list of additional parameters, one or more of which areoptionally monitored:

1. Braking

1.1. Number of decelerations of over one or more predefined accelerationvalues

1.2. Highest deceleration level

1.3. Frequency of extreme decelerations

1.4. Average deceleration level

1.5. Number of extreme decelerations at high speed (highway)

1.6. Number of extreme decelerations at slow speed (bumper to bumper)

1.7. Number of extreme decelerations at rush hours

1.8. Average/highest acceleration level

2. Road Signs Adherence

2.1. Stop Signs

-   -   2.1.1. Number/percentage of failures to stop at stop signs (not        necessarily full stop)    -   2.1.2. Number/percentage of failures to reach full stop at stop        signs    -   2.1.3. Average minimal velocity at stop signs (0=full stop        always=very safe)    -   2.1.4. Average/highest velocity on approach to stop signs    -   2.1.5. Average/highest frontal deceleration on approach to stop        signs (attention to signs)    -   2.1.6. Average time/distance for deceleration on approach to        stop signs

2.2. Yield Signs

-   -   2.2.1. Number/percentage of failures to decelerate on approach        to yield sign    -   2.2.2. Number/percentage of failures to decelerate to designated        speed at yield signs    -   2.2.3. Average/highest excessive deviation from the designated        speed at yield signs    -   2.2.4. Average/highest velocity on approach to yield signs    -   2.2.5. Average/highest frontal deceleration on approach to yield        signs    -   2.2.6. Average time/distance for deceleration on approach to        yield signs

2.3. U-Turns

-   -   2.3.1. Number/frequency of turning at no-u-turn locations

2.4. One Way

-   -   2.4.1. Number/frequency of entering a one way road on the        opposite direction

2.5. Traffic Lights

-   -   2.5.1. Number/percentage of failures to stop at red traffic        lights    -   2.5.2. Average/highest velocity on approach to red traffic        lights    -   2.5.3. Average/highest frontal deceleration on approach to red        traffic lights    -   2.5.4. Average time/distance for deceleration on approach to red        traffic lights    -   2.5.5. Number/percentage of failures to stop at yellow traffic        lights    -   2.5.6. Average/highest frontal acceleration on approach to green        traffic lights    -   2.5.7. Number/percentage of failures to slow on crossing at        green traffic lights        3. Road Safety Adherence

3.1. Curves

-   -   3.1.1. Average/highest lateral deceleration (side force) at        curves    -   3.1.2. Average/highest velocity on approach to curves    -   3.1.3. Average/highest excessive deviation from designated speed        at curves    -   3.1.4. Average/highest frontal deceleration on approach to        curves (attention to curve sign)    -   3.1.5. Average time/distance for deceleration on approach to        curves

3.2. Tailgating/Safe Distance Keeping

-   -   3.2.1. Number/percentage of tailgating events (also with        relation to specific types of roads)    -   3.2.2. Average/highest frontal deceleration at events associated        with tailgating    -   3.2.3. Average/highest velocity at events associated with        tailgating    -   3.2.4. Average time/distance for deceleration on approach to        curves    -   3.2.5. Severity of tailgating events (determined according to        velocity, decelerations and locations)

3.3. Lane Changes

-   -   3.3.1. Number/frequency of extreme steering maneuvers (lateral        deceleration indication)    -   3.3.2. Number/frequency of extreme steering maneuvers with        relation to velocity and location (especially in highways)    -   3.3.3. Average/highest velocity in lane change events    -   3.3.4. Severity of lane change events (according to velocity and        lateral deceleration)

3.4. Overtaking

-   -   3.4.1. Number/frequency of extreme steering maneuvers on narrow        roads (one lane per path)    -   3.4.2. Number/frequency of extreme steering maneuvers on roads        with no overtaking    -   3.4.3. Average/highest velocity in overtaking events    -   3.4.4. Severity of overtaking events (according to velocity,        location and lateral deceleration)

In some embodiments of the invention, a report generated for vehicle 150relates to at least five different safety issues, such as speed, signs,overtaking, reverse driving, taking curves and passing intersections.The use of a sufficient number of different safety issues allows moreaccurate profiling and hence allows giving larger reductions forinsurance policies, for example. In some embodiments of the invention,at least ten different safety issues are related to. Optionally, data iscollected for over 20 or even 40 different parameters of the differentsafety issues.

In some embodiments of the invention, each occasion in which vehicle 150decelerates at above a predetermined rate is analyzed to determine thecause of the deceleration. The analysis optionally determines where thedeceleration occurred and what the driver did afterwards (e.g., parked,continued driving). Alternatively or additionally, patterns ofdeceleration are determined. For example, many braking occasionsoccurring within a short period on a highway, at relatively low speed,are indicative of a traffic jam and are related to accordingly.Optionally, the braking and accelerating patterns are determined tosuggest more economical behavior to the driver, if applicable. In someembodiments of the invention, sporadic strong brakings are assumed to bedue to the vehicle not keeping a safe distance from the vehicle in frontof it. Braking performed near an intersection and/or braking followed byparking maneuvers are assumed to be related to normal driving practice.In some embodiments of the invention, braking occasions that cannot beattributed to other reasons are assumed to be due to not keeping safedistance from other vehicles. The number of such braking occasions iscounted and accordingly a distance keeping score is assigned.Optionally, the severity of the counted braking occasions is taken intoaccount in assigning the distance keeping score.

Braking occasions may also be indicative of near-accidents.Alternatively or additionally, cases in which abrupt steering maneuversare identified together with sudden brakings are assumed to beindicative of near accidents or of accidents. Identification ofaccidents and near accidents may be useful for fleet managers and toinsurers to receive information on accidents or near accidents notreported due to their low damage or there not being any damage.

Overtaking occasions are optionally identified and analyzed. Overtakingsare optionally identified by changing of lanes. When there isinformation on the vehicle passed by the overtaking vehicle, theovertaking is optionally analyzed to determine that the overtakingvehicle did not return to the original lane too early or too late (i.e.,remaining in the left lane for too long). In some embodiments of theinvention, the number of overtakings performed is estimated based onidentification of acceleration with lane changing. Optionally, roadsegments where overtaking is forbidden are marked in memory unit 116.Note is taken of overtakings performed in these road segments indetermining the driver score.

In some embodiments of the invention, cases in which too many lanechanges are performed within a short period are determined.

Alternatively or additionally, to determining safety violation events,vehicle handling events are determined, such as braking immediatelybefore and/or after accelerating, even if these events do not relate tospecific safety violations. In some embodiments of the invention, thedistance of slowing down before intersections and/or curves isdetermined in order to reduce wasteful brake usage.

Further alternatively or additionally, information is collected on thelocations at which vehicle 150 stands. Optionally, note is taken ofcases in which vehicle 150 stops on the shoulder of a highway, possiblytaking note of the distance from the lanes of the highway. In someembodiments of the invention, note is taken of parking in dangerouslocations, such as within intersections and/or in bus stations.Optionally, the time for which the vehicle stops at these locations isregistered.

In some embodiments of the invention, note is taken of the locations atwhich the vehicle is parked, for theft analysis purposes. For example,note may be taken of parking in locations from which vehicles are stolenat relatively high percentages. Driving activity in unusual hours forthe vehicle is optionally used to detect vehicle theft. In someembodiments of the invention, when the driver profile of the driver isdifferent from the usual profile, a warning is transmitted to thevehicle owner of a possible vehicle theft.

In some embodiments of the invention, monitoring unit 102 includesdedicated sensors for additional safety related issues, such as use ofseat belts and/or operation of lights and signals. In these embodiments,cases in which the lights were not properly used and/or the seat beltswere not properly used, are determined. Other dedicated sensors mayrelate to the alertness of the driver, for example measuringintoxication, fatigue, nervousness and/or attention. The sensors mayinclude, for example, a camera based physical appearance analyzer, whichacquires one or more images of the driver and accordingly determinesdriver alertness. Alternatively or additionally, a breath tester forintoxication is employed.

Driver alertness is determined, in some embodiments of the invention,based on analysis of the driver behavior, for example based on thefrequency and/or intensity of moving the steering wheel and theacceleration changes resulting therefrom. The acceleration changes maybe compared to general public statistics or to statistics of the samedriver, in identifying non-alertness. Fatigue may also be determinedbased on a comparison of the current driving behavior (e.g., averagespeed, number of lane changes) to the driver's profile.

Referring in more detail to generating (306) a score for the vehicle, insome embodiments of the invention, the score compares the behavior ofthe driver of the vehicle to the behavior of other drivers. Optionally,a relative score is provided indicating a safety percentile to which thedriver belongs, relative to other drivers. Alternatively oradditionally, an absolute safety score is provided based on apredetermined set of attributes. Further alternatively or additionally,an advancement score is provided, which indicates the current safetybehavior of the driver relative to previous behavior of the driver.

It is noted that comparison of the driver to other drivers may beperformed at earlier stages than generating (306) the score. Forexample, some of the accumulated safety related data may be compared todynamic thresholds generated responsive to the average behavior ofdrivers. As mentioned above, in an exemplary embodiment of theinvention, speeding of the driver is determined relative to the averagespeed of drivers in same or similar time and road classes.

Referring in more detail to generating (308) a report, in someembodiments of the invention, the report is generated with tips fordriving more safely. Alternatively or additionally, the report includesrecommendations for minimizing vehicle wear and tear and/or gasolineusage. The report may be provided to the driver, to a fleet manager orto a vehicle owner.

In some embodiments of the invention, the report is providedperiodically, for example by mail. Alternatively, important issues, suchas reckless driving, are reported immediately. For example, when severesafety transgressions are performed, control station 130 may send animmediate notification to the parents or fleet manager, for exampleusing SMS messages, pager massages, e-mail or pre-recorded telephonenotices.

In some embodiments of the invention, the report includes indication ofthe number and/or type of safety transgressions performed. Alternativelyor additionally, the report states the percentage of times that safetytransgressions were performed, such as the percentage of turns in whichsignaling lights were not used and/or the percentage of stop signs atwhich a full stop was not performed.

Optionally, the report includes indication of how the driver reacts tospecific conditions and challenges, such as rain or snow. The reportoptionally indicates whether the driver is more careful under harshconditions, such as rain, snow and/or darkness. The carefulnessoptionally includes slower driving, performing fewer overtakings and/orbeginning to brake earlier when approaching an intersection or curve.

In some embodiments of the invention, the generated (306) score is usedin determining insurance rates paid for vehicle 150. Optionally, vehicleowners willing (or required) to install monitoring unit 102 in theirvehicle may enjoy large reductions on insurance, if they are actuallysafe drivers. It is considered that about 10% of the drivers are lesscareful and account for 90% of the accidents. Identifying those carefuldrivers in the 90% allows giving those drivers substantial reductions.Alternatively or additionally, the score may be used for driver testingand/or training. Optionally, after receiving a license, new drivers arerequired to drive a predetermined mileage with monitoring unit 102 intheir vehicle, in order to prove safe driving. Further alternatively oradditionally, parents may install monitoring unit 102 in a vehicle usedby their children in order to keep track of the driving habits of theirchildren.

As mentioned above, in some embodiments of the invention, in addition togenerating reports, control station 130 may generate a driver profileused in determining which warnings are to be received by the driver. Forexample, a driver that has a high level of problems in properly exitingcurves entered at high speed is assigned high level warnings whenapproaching a curve at a high speed.

In some embodiments of the invention, the average time betweendisplaying a warning and the driver responding to the warning isdetermined. Optionally, according to the determined response time, thetime at which to display warnings is determined.

In some embodiments of the invention, the average speed of the driver isdetermined and/or the average speed above the speed limit. Warnings onspeeding are optionally provided only when the driver substantiallyexceeds the average speed. In some embodiments of the invention, thedriver may indicate (e.g., through user interface 120) areas where it isdesired to receive warnings more than in other locations. Optionally,the driver may indicate areas where there are frequently police crewsfor catching speeding vehicles and in these areas warnings are providedon lower speeds than in other areas. Alternatively or additionally, theindication of areas where police crews are commonly located are receivedfrom other vehicles or from other information sources.

Optionally, the driver profile is based on a weighted average of thedriver's behavior over the entire monitored period. In some embodimentsof the invention, acts performed more recently are given more weight.Alternatively or additionally, the driver profile may include a shortterm rating of the current driving session. For example, if the speed inthe current session is much higher than the driver's average and/or thebraking habits are indicative of a hurrying person, more warnings areprovided than in regular circumstances and/or warnings relating to aperson in a hurry are provided. In some embodiments of the invention,the long term driver profile is determined by control station 130 and isprovided periodically to monitoring unit 102. The short term driverprofile of the current session is optionally determined by monitoringunit 102. Alternatively, the entire driver profile is determined bycontrol station 130 or by monitoring unit 102.

The driver profile optionally indicates whether the driver actsaccording to provided warnings. In some embodiments of the invention,the behavior of the driver for the same sign is compared for a pluralityof cases in which a warning was provided and a plurality of cases inwhich a warning was not provided. Accordingly, the effectiveness of thewarnings is determined.

It is noted that the driver profile may also be based on generalinformation on the driver (e.g., age, experience) and general knowledgeon the warnings desired by people in similar demographical properties.

Referring in more details to removing (310) identification from thedata, in some embodiments of the invention, in removing theidentification from the data sufficient data is removed so that the datais mixed with data from at least a predetermined large number ofvehicles (e.g., at least 50-100). Thus, even if the authorities putobtain the information there is no way to prove the relation between thedata and a specific driver or vehicle. This is important in some casesfor convincing drivers to employ monitoring unit 102 in their vehicleand thus enhance their safety. In some embodiments of the invention,however, the data is stored with identification information, for examplewhen the vehicles belong to a company interested in close monitoring ofthe behavior of their drivers.

Referring in more detail to determining (312) general statistics, insome embodiments of the invention, general statistics are generated fortypes of vehicles. The analysis for all the vehicles 150 of the sametype are combined together, for example by averaging, and specificproblematic behaviors which appear in specific vehicle models aredetermined. Analysis by humans is optionally performed to determine thereasons for the problematic behavior in the specific vehicle models. Forexample, the reasons may be, on the one hand, sociologically related todrivers of specific vehicles, or may be related to the human engineeringof the specific vehicle.

General statistics may also be collected and analyzed for various driverattributes, such as age and gender.

General statistics are determined, in some embodiments of the invention,for road segments. For example, road segments in which a large number ofabrupt brakings are performed may be tagged as dangerous.

The general statistics are optionally used to generate mappinginformation for memory unit 116 and/or control station 130 and/or keepthe mapping information up to date. For example, areas in which theelevation acceleration is indicative of a bumpy road are marked as suchin the mapping information. Thereafter, warnings are provided to othervehicles entering the area. General statistics may be used foridentifying stop lines (e.g., based on the positions at which most carsstop near stop signs), and possibly even for identifying the existenceof stop signs or traffic lights. In some embodiments of the invention,road segments in which vehicles slow down and undergo lateraldeceleration are identified as curves. In some embodiments of theinvention, attributes of the curve, such as the speed, location and/orangle, are determined from the behavior of the vehicles. Intersectionsare optionally identified as locations where vehicles enter fromdifferent directions. Alternatively or additionally, intersectionentrance points at which vehicles slow down are identified as includinga yield sign. Traffic circles are optionally identified according to themaneuvers of the vehicles in the traffic circle.

Optionally, the general statistics are used to determine road segmentswhere there are heavy traffic loads and/or rush hour times. The overloadof roads is optionally determined according to braking and/or speedprofiles of many vehicles that are indicative of slow traffic.

In some embodiments of the invention, the road load mapping is performedin real time, such that real time tips to drivers, indicating a bestroute, may be provided, using methods known in the art.

Optionally, the general statistics are used to determine the prevailingspeed on road segments. The prevailing speed is optionally the averagespeed of vehicles on the road segment or the average of the speed afterremoving extreme speeds (e.g., speeds of 20 km/h greater or lower than arange including 50% of the vehicles).

In some embodiments of the invention, the general statistics are used todetermine causes of accidents and/or near accidents. Accidents and/ornear accidents are optionally identified according to severedeceleration readings. When several accidents or near accidents areidentified at a same location, the parameters of the vehicles in thevicinity of these locations are analyzed. For example, a tendency tospeed at curves, to slow down too close to an intersection or a tendencynot to identify traffic light changes may be identified.

The general statistics are used, in some embodiments of the invention,to determine the number of cars passing on specific roads, foradvertisement exposure analysis. The exposure analysis may be based onthe number of passing vehicles at a speed which allows receiving themessage of the advertisement. In some embodiments of the invention,statistical information on the passing drivers (e.g., age, gender) isalso determined.

The general statistics may be used to determine traffic loads and/orbest routes in order to avoid traffic.

In some embodiments of the invention, exposure of traffic signs isdetermined by comparing the percentages of drivers obeying the signs.Signs having a very low obedience level may be blocked by a tree orotherwise unclear and/or may not seem sensible to drivers.

As described above, monitoring unit 102 includes a limited number ofsensors which are relatively low cost. In other embodiments of theinvention, more expensive sensors are used and/or a plurality ofdifferent sensors are used for redundancy in case of malfunctioningand/or in order to increase accuracy.

Following is a discussion of the various data collected and some of thepossible sensors that may be used to collect the data in accordance withsome embodiments of the invention.

Time is optionally determined through a GPS receiver (or any otherequivalent location determining unit, such as EU Galileo), a clockinternal to monitoring unit 102, a clock of vehicle 150 and/or timingsignals broadcast from control center 130.

Location is optionally determined by GPS readings. In some embodimentsof the invention, regular GPS readings are used. Optionally, GPSreadings received while a relatively strong acceleration (e.g., aboveabout 0.1-0.2 g) is affecting vehicle 150 are discarded and replaced byan extrapolation of previous GPS readings. Optionally, the readings ofabout 2-3 seconds are discarded because of the acceleration, in order toavoid the inaccuracies in such GPS readings.

Optionally, in order to provide more date samples, GPS readings areextrapolated (e.g., to a rate of 10-20 samples a second) based on theprevious GPS reading considered reliable and vehicle dynamics (e.g., theazimuth, speed and acceleration) of the vehicle at the time the previousGPS reading was acquired. Alternatively or additionally, accelerationmeasurements taken after the GPS readings were acquired are used in theextrapolation.

Alternatively or additionally, the coordinates from the GPS arecorrected based on correction factors from a look up table, based on thespeed and/or acceleration of vehicle 150 at the time the GPS readingswere acquired. For example, in a velocity of 72 km/h the GPS mayexperience delay of 1 second in determining its actual position.Therefore, assuming in this case, a straight road and constant velocity,the system would deduce that the actual position is 20 meters ahead ofthe actual GPS reading.

Further alternatively or additionally, a map of the roads is stored inmemory unit 160 and the location is corrected by fitting a segment ofthe location GPS readings onto a matching segment of the roadcoordinates of the map. The results of the comparison may be used forintermediate corrections until accurate fitting is performed, forcalibration of the location readings and/or for computing a localdigression parameter. Optionally, the comparison to the map is performedat a low frequency, such that the map does not need to be stored onvehicle 150. Rather, either the required map is transmitted to thevehicle or the GPS readings are transmitted to control station 130 forperforming the fitting onto the map. Alternatively, the map is stored inmemory unit 116.

Alternatively or additionally, any high accuracy GPS method known in theart, is used, such as differential GPS (DGPS), WAAS or INS (inertialnavigation system). Further alternatively or additionally, a gyro isused to correct the GPS readings. In some embodiments of the invention,stationary transmitters which supply their accurate coordinates topassing vehicles 150 are positioned at various road locations. Thestationary transmitters may transmit their coordinates to passingvehicles using any method known in the art, such as short range RFand/or infrared. The coordinates from the stationary transmitters areused by the vehicle to calibrate its location information. Thestationary transmitters are optionally positioned at importantlocations, such as on stop signs, traffic lights and/or near roadcurves. In some embodiments of the invention, cellphone positioningmethods are used.

In some embodiments of the invention, the location information used bymonitoring unit 102 is of low accuracy, while control station 130receives the raw GPS readings, corrects them and provides high qualitylocation information for the report generation and/or transmits thecorrected information back to monitoring unit 102. Alternatively oradditionally, monitoring unit 102 performs some accuracy enhancementwhile control station uses a stronger accuracy enhancement.

The lighting conditions of the roads, are optionally determined based onthe time, the geographical location of the vehicle and access to a lookup table that indicates the times at which night begins and ends at thedifferent locations and the different dates. Alternatively oradditionally, a light sensor is used to determine the light intensityoutside the vehicle.

Speed is optionally determined from the GPS readings, optionally fromthe corrected GPS readings. In some embodiments of the invention, thespeed as determined from the GPS readings is corrected based on thereadings from accelerometers 106. Further alternatively or additionally,readings are received from the speedometer of vehicle 150 and/or from adedicated speedometer of monitoring unit 102.

The azimuth of vehicle 150 is optionally determined using the GPSreadings. As mentioned above, the azimuth is optionally used with thespeed to estimate the location when GPS readings are not sufficientand/or not available.

Optionally, when a few signs or coordinate pairs in the database ofmemory unit 116 are in the same area, each of the signs is assigned anazimuth, of the direction of traffic to which it is applicable. Indetermining for vehicle 150 whether a specific sign is applicable, theazimuth of vehicle 150 is compared to the azimuth of the sign.

The road smoothness is optionally determined based on the elevationaccelerometer readings. The smoothness may be used to determine whetherthe vehicle is on a road or, for example, a dirt path. When not on aroad, the location correction based on fitting to a map is not used.

The operation of the brakes is optionally determined from theaccelerometer readings. Alternatively or additionally, monitoring unit102 connects to the braking system and/or to the vehicle computer.

Weather information is optionally determined by receiving a generalforecast. Alternatively or additionally, monitoring unit 102 includes athermometer and/or humidity sensor. Further alternatively oradditionally, monitoring unit 102 receives temperature information froma thermometer of the vehicle. In some embodiments of the invention, acamera acquires images of the road beneath and/or in front of thevehicle, and the weather is determined using image processing methodswhich identify rain, snow and/or low visibility conditions. Wind levelsmay be determined from the general forecast and/or from theaccelerometer readings. Alternatively, a wind sensor is mounted on thevehicle. Other weather related sensors may be used as well.

The powering of vehicle 150 is optionally determined from its movement(e.g., from GPS readings) and/or from a microphone which senses thenoises of the motor and/or movement. Alternatively or additionally, asensor is connected to the power switch of the vehicle. In someembodiments of the invention, monitoring unit 102 determines cases whenvehicle 150 moves while the motor is not operative or the gear is inneutral (for example, based on coupling to the gear control).

Operation of the signaling light is optionally determined by amicrophone with sound recognition or by connecting to the vehiclesignaling controls. Alternatively or additionally, light sensorsidentify the blinking signals on the dashboard or on the vehicle.

In some embodiments of the invention, a radar and/or a camera is used toidentify obstacles and/or people on the roads.

In some embodiments of the invention, a gasoline monitor is used to keeptrack of the gasoline usage in each road segment. Optionally, thegenerated reports show the gasoline usage for each road segment andindicate the reasons for high gasoline usage, when such high usageoccurs.

In some embodiments of the invention, vehicle load or overload isdetermined by a driver indication. Alternatively or additionally,information on the load is received from a weighing station whichweighed the truck when the truck went on its journey, for examplethrough control station 130. Further alternatively or additionally, theload of a truck is determined according to its acceleration profile. Theload and/or weight of vehicles is optionally taken into account indetermining which warnings to display to the driver and/or when thewarnings are to be displayed. The weight may also be used in preparingthe safety score and/or reports for the vehicle.

Optionally, the report indicates the percentage of time in which atrailer is connected to the truck and/or a number of occasions in whicha lateral force above a predetermined strength is applied to the truckwith and/or without the trailer.

The distance to the car in front or in back of vehicle 150 isdetermined, in some embodiments of the invention, by a camera thatidentifies an object of known size (e.g., the license plate) on theother car. The distance to the car is then calculated based on the ratiobetween the known size and the size on the image. Alternatively oradditionally, a laser distance measurement unit is mounted on vehicle150.

It is noted that when data can be gathered by a plurality of differentsources employed by monitoring unit 102, the data from the differentsources is used to provide better accuracy. Alternatively oradditionally, when one of the sources breaks down, data from the othersource is used to cover for the malfunctioning source.

In some embodiments of the invention, stationary sensors are used atimportant locations. Optionally, in accordance with some of theseembodiments, cat eye weather sensors are placed on the roads and theytransmit the weather conditions in their vicinity to control station 130and/or to passing vehicles. Alternatively or additionally, stationarycameras and/or radars provide information on obstacles and/or roadconditions.

In some embodiments of the invention, the generated reports include alsoinformation based on periodic inspection of vehicle 150, to determineparameters such as its maintenance quality. Alternatively oradditionally, the periodic inspection results are used in determiningthe insurance rates to be charged for insuring the vehicle.

The inspection may include a human inspection or an automated computercontrolled inspection. Optionally, the inspection includes examining oneor more of tires, brakes, suspensions, steering system, gear, airbagssensors, engine, vehicle computer, mileage counter, external vehiclebody and shields and windshields.

Optionally, the results of the inspection are provided to a computerwhich provides a score to the vehicle accordingly. For example, avehicle that has worn brakes is optionally considered more prawn to hardbraking. Alternatively or additionally, if a vehicle's external body isbruised and damaged, it can be deduced that this vehicle is not treatedcarefully. The computer may give its scoring according to the currentstate of the vehicle and/or according to the changes in the vehiclesince the last inspection.

Vehicles 150 may include cars, trucks, buses and other four-wheelvehicles. In some embodiments of the invention, vehicles 150 may includetwo wheel vehicles such as motorcycles or bicycles. Optionally, vehicleswhich carry monitoring units 102 include motorized and non-motorizedvehicles. In some embodiments of the invention, vehicles 150 associatedwith a single control station 130 all belong to a single vehicle fleet.Alternatively, vehicles of different fleets are associated with a singlecontrol station 130.

The tasks of control station 130 may also be distributed in accordancewith a hierarchy. For example, processing may be performed at regionalcontrol stations while management is performed in a central location.

In some embodiments of the invention, monitoring unit 102 is packaged ina durable housing, such that its contents are not damaged even undermost car accident conditions. Alternatively or additionally, the housingis designed to prevent tampering with the contents stored by monitoringunit 102 or at least to prevent such tampering going unnoticed. In someembodiments of the invention, the contents of memory 115 are encryptedto prevent using the data therein by unauthorized people accessing thecontents. Alternatively or additionally, before transmission to controlstation 130 and/or within control station 130, the data is encrypted.

In some embodiments of the invention, upon opening the package ofmonitoring unit 102, the contents of memory 115 are erased.Alternatively or additionally, the accumulated data in memory 115 areerased a predetermined time after they are collected and/or immediatelyafter they are transmitted to control station 130 and/or used byprocessor 114 to generate warnings. These measures are optionally usedto prevent breach of the driver's privacy. In some embodiments of theinvention, the driver may activate a mechanism to prevent the automaticeraser, when so desired, for example after an accident when theinformation can be used by the driver to prove he/she acted properly.The non-eraser mechanism optionally requires entering a code, so thatnobody other than the driver can easily activate the non-eraser. In someembodiments of the invention, the data is not erased and/or sufficientdata is stored so that insurance claims may be checked as to whetherthey relate to events that really occurred or at least could haveoccurred (e.g., the vehicle was at the location claimed).

Monitoring units 102 may be considered mandatory by the insurancecompanies. In some embodiments of the invention, monitoring units 102are lent to the drivers by an insurance company. The insurance companyoptionally purchases monitoring units 102. Alternatively oradditionally, the insurance company pays a percentage of its savings dueto the use of system 100, for the use of the system.

It is noted that all the elements of monitoring unit may be included ina single package, for example placed on the dashboard, glovecompartment, under the hood or in the trunk, or may be distributed in aplurality of positions with vehicle 150. Possibly, some or all of thesensors are located outside the vehicle, beneath the vehicle, on itssides or on top.

As described above, in some embodiments of the invention, analysisrequired for generating warnings is performed by processor 114, whileanalysis required for ratings and reports is performed by control center130. In other embodiments of the invention, some warning generationtasks are performed by control center 130. In accordance with theseembodiments, the data required for determining whether a warning isrequired and/or when and where the warning is to be provided istransmitted to control station 130. Control station 130 analyzes thedata to determine whether a warning is required and/or which warning isrequired. If a warning is required, a message is returned to monitoringunit 102 with information on the required warning.

Performing at least some of the warning analysis in control station 130allows using more up to date data available to control station 130 inthe analysis, without keeping the databases on monitoring units 102 ofall the vehicles 150 up to date. The more up to date data may include,for example, heavy mapping information, weather information, status oftraffic lights (e.g., whether the light is red or green) and/or GPScorrection data. Alternatively or additionally, the more up to date dataincludes information on the locations of other vehicles and/or thegeneral traffic status (traffic jams, accidents, blocked roads).

In some embodiments of the invention, at least some of the analysis incontrol station 130 is performed at least a predetermined time after thedata is received in order to allow for accumulating more mappinginformation on roads and/or traffic. Optionally, upon receiving the datafrom monitoring unit 102, the data is analyzed to extract generalmapping data. A predetermined time thereafter (e.g., 6-12 hours later),the analysis for the specific vehicle is performed, using the mappinginformation collected for the time of the data. Optionally, mapping datawhich is dynamic (e.g., traffic loads, road obstacles) are tagged withtiming data so that only applicable mapping data is used. Alternatively,the data is analyzed as close as possible to when it is received so thatit can quickly be discarded due to privacy considerations.

In some embodiments of the invention, before discarding the informationit is provided to the driver to allow appeal against adverse results.Optionally the driver may add a video camera to monitoring unit 102, soas to keep proof of his actions for appeal.

Alternatively or additionally, at least some of the report relatedanalysis is performed already by processor 114. In some embodiments ofthe invention, all the analysis that requires data relating to specificevents is performed on processor 114, so that private information whichmay be used to track the whereabouts of the driver of vehicle 150 doesnot leave monitoring unit 102. In some embodiments of the invention, atleast some of the analysis tasks may be performed by either processor114 or control station 130. The analysis is optionally performed on theunit that at the designated time has more available processingresources. Such processing tasks may include, for example, summing upscores determined for different classes.

Monitoring unit 102 may perform additional tasks to those describedabove. For example, monitoring unit 102 may include an SOS button and/ormay be used for communication with a service station. Optionally, whenthe SOS button is pressed monitoring unit 102 sends some or all of thestored and immediate data it collected to a predefined destination,e.g., control station 130. The SOS button may also initiate otherprocedures such as open a voice channel to communicate in real timebetween the persons in the vehicle and people in a remote location. TheSOS button may also initiate or suppress the operation of other systemsconnected to monitoring unit 102, physically or wirelessly.

In some embodiments of the invention, monitoring unit 102 may be used togive driving directions. The driving directions may be selectedaccording to the driver profile. In some embodiments of the invention,the driving directions are selected to enhance safety rather thanminimizing time.

Alternatively or additionally to the SOS button, upon identifying that acrash occurred, data is collected, stored and/or transmitted immediatelyto control station 130.

In some embodiments of the invention, monitoring unit 102 is configuredthrough user interface 120. Alternatively or additionally, monitoringunit 102 can be reconfigured remotely from control station 130.

In some embodiments of the invention, instead of using wirelesstransmission, vehicle 150 periodically comes to a service station wheredata is downloaded to control station 130 through a wire cable.Alternatively or additionally, the data may be removed from monitoringunit 102 on a flash memory and transferred to a computer from which itis transmitted to control station 130, for example over the Internet.Preferably, the data is encrypted for transmission over the Internet.

It is noted that the information collected by monitoring unit 102 may beused to determine the routes frequently traversed by vehicle 150 andpossibly the behavior of the driver on each of the routes. When thedriver begins a new driving session, monitoring unit 102 may determinethe direction in which vehicle 150 is proceeding and accordingly guessthe destination of the vehicle. Alternatively or additionally, thedetermination of the route may be used to determine the driver profileto be used in the current session and/or particular warnings the driverrequires for the specific route.

It will be appreciated that the above described methods may be varied inmany ways, including, changing the order of acts, and the exactimplementation used. In some embodiments of the invention, for example,no control station is used at all and all the processing and reportgenerating is performed by monitoring unit 102. It should also beappreciated that the above described description of methods andapparatus are to be interpreted as including apparatus for carrying outthe methods and methods of using the apparatus.

Although described mainly for daily driving, the principles of thepresent invention may be used to enhance the driving abilities andsafety of racing drivers.

In some embodiments of the invention, a driver may be assigned a flashmemory on which his identity and driving history is stored. Uponentering a vehicle, the driver inserts his flash memory to themonitoring unit 102 of the vehicle. Thus, analysis of the driver may bebased on driving experience in a plurality of different vehicles.Alternatively or additionally, the driver inserts a driver code and thedata collected in control station 130 is classified according todrivers. Optionally, the information of a single driver even when comingfrom different vehicles is used together in generating driver reports.In some embodiments of the invention, the types of the vehicles aretaken into account in generating the driver report.

The present invention has been described using non-limiting detaileddescriptions of embodiments thereof that are provided by way of exampleand are not intended to limit the scope of the invention. For example,system 100 may be used only for generating warnings or only forgenerating reports and does not have to be used for both tasks. Itshould be understood that features and/or steps described with respectto one embodiment may be used with other embodiments and that not allembodiments of the invention have all of the features and/or steps shownin a particular figure or described with respect to one of theembodiments. Variations of embodiments described will occur to personsof the art.

It is noted that some of the above described embodiments may describethe best mode contemplated by the inventors and therefore may includestructure, acts or details of structures and acts that may not beessential to the invention and which are described as examples.Structure and acts described herein are replaceable by equivalents whichperform the same function, even if the structure or acts are different,as known in the art. Therefore, the scope of the invention is limitedonly by the elements and limitations as used in the claims. When used inthe following claims, the terms “comprise”, “include”, “have” and theirconjugates mean “including but not limited to”.

1. A method of evaluating the driving behavior in a vehicle, comprising:determining values of a plurality of parameters of the operation of afirst vehicle in a first road segment; determining values of theplurality of parameters for one or more second vehicles in one or moresecond road segments having similar properties to those of the firstroad segment; comparing the determined values of the first vehicle andthe one or more second vehicles; and providing an evaluation of thedriving behavior of the first vehicle, responsive to the comparison,wherein the one or more second road segments include road segmentsdifferent than the first road segment.
 2. A method according to claim 1,wherein the plurality of parameters includes at least one parameterwhich relates to braking or decelerating of the first vehicle before aroad point requiring deceleration.
 3. A method according to claim 1,wherein the plurality of parameters includes at least one parameterwhich relates to a time or distance before a road point requiringdeceleration at which the first vehicle began to decelerate.
 4. A methodaccording to claim 1, wherein the plurality of parameters includes atleast one parameter related to behavior at a road curve.
 5. A methodaccording to claim 1, comprising generating warnings to a driver of thefirst vehicle responsive to the evaluation.
 6. A method according toclaim 1, comprising calculating insurance rates for the first vehicleresponsive to the evaluation.
 7. A method according to claim 1,comprising providing a report to a fleet manager responsive to theevaluation.
 8. A method according to claim 1, comprising providing areport to a parent of the driver responsive to the evaluation.
 9. Amethod according to claim 1, wherein the plurality of vehicles compriseat least 10 second vehicles.
 10. A method according to claim 1, whereinthe one or more second road segments comprise the first road segment.11. A method according to claim 1, wherein the one or more second roadsegments are all different from the first road segment.
 12. A methodaccording to claim 1, wherein determining values of the plurality ofparameters for the one or more second vehicles comprises determining ata different time from the determining of the parameters for the firstvehicle.
 13. A method according to claim 1, wherein the one or moresecond vehicles comprises a plurality of vehicles.
 14. A methodaccording to claim 13, wherein comparing the determined values of thefirst vehicle and the plurality of second vehicles comprises comparingthe values of the first vehicle to a statistical analysis of values ofthe plurality of second vehicles.
 15. A method according to claim 13,wherein comparing the determined values of the first vehicle and theplurality of second vehicles comprises comparing in a manner which givesdifferent weight to different ones of the second vehicles.
 16. A methodaccording to claim 15, wherein comparing the determined values of thefirst vehicle and the plurality of second vehicles comprises comparingin a manner which gives more weight to second vehicles having a specificsafety rating.
 17. A method according to claim 15, wherein comparing thedetermined values of the first vehicle and the plurality of secondvehicles comprises comparing data determined under similar weather,light or time conditions.
 18. A method of evaluating the drivingbehavior in a vehicle, comprising: receiving sensor readings on theoperation of a first vehicle in a first road segment; determiningstructural information on the first road segment; and analyzing abehavior of the first vehicle responsive to the sensor readings and thestructural information, by comparing to behavior of one or more vehiclesunder similar circumstances in one or more second road segments, whereinthe one or more second road segments include road segments differentthan the first road segment.
 19. A method according to claim 18,comprising generating warnings to a driver of the first vehicleresponsive to the analyzing.
 20. A method according to claim 18,comprising calculating insurance rates for the first vehicle responsiveto the analyzing.
 21. A method according to claim 18, comprisinggenerating a driving behavior report for a driver of the vehicleresponsive to the analyzing.
 22. A method according to claim 18, whereinreceiving sensor readings comprises receiving from an accelerometer. 23.A method according to claim 18, wherein receiving sensor readingscomprises receiving from a location sensor.
 24. A method according toclaim 18, wherein determining structural information comprisesdetermining a slope of the first road segment.
 25. A method according toclaim 18, wherein determining structural information comprisesdetermining a location of a curve or an intersection.
 26. A methodaccording to claim 18, wherein determining structural informationcomprises determining a parameter of a curve or an intersection.
 27. Amethod according to claim 18, wherein comparing to behavior of one ormore vehicles under similar conditions comprises comparing to acts ofthe first vehicle at a different time.
 28. A method according to claim18, wherein comparing to behavior of one or more vehicles under similarconditions comprises comparing to acts of the vehicles other than thefirst vehicle.
 29. A method according to claim 18, wherein comparing tobehavior of one or more vehicles under similar conditions comprisescomparing to acts performed at different times than represented by thesensor readings.